It is very close to the A/C compressor. I’m shielding it but won’t be surprised if it doesn’t live long on track. Here is a photo that Morrison took on their mock-up rig:

 

That sould be very easy to run water lines underneath the turbo and between the compressor housing an block, and then route the oil feed line same as a stock turbo as well.

 

Not too far, I never had I luck? I would make the trip to EvoDynamics in DFW and I was 2 hours west of STL for almost five years.

 

ah.. well, car is going to Ronnie at RS motors tomorrow in MN. He's got various parts on hand and an OEM block just in case, quicker and easier to get my car to him than parts as needed.

 

Ronnie would be my choice too on that side of the country.

 

Then you have water lines for the MVS's - do you just daisy chain them all together or T them into the turbo outlet...

 

I haven't decided on this for sure. I plan to either tee into the feed and return lines for the turbo, or use the outlet/inlets that normally go to the throttle body and run a separate loop for the turbo and MVR wastegates. I have two concerns with the tee'ing approach -- potentially having inadequate flow through the wastegates for cooling and potentially messing up thermal siphoning for the turbo after shutdown by having a fork in the return line. You can't daisy chain the WGs with the turbo (no tee) without necking the turbo coolant line down from 3/8 to 1/4 in the middle, but Tial said that daisy chaining the WGs is fine. Necking down the turbo coolant line to 4an might be okay for the turbo, since the coolant is mainly for after shutdown, but still would bother me. Using the throttle body coolant provisions would provide the best flow for both systems, just at the expense of more engine bay clutter (longer lines) and having to purchase more fittings. So, I'm leaning in that direction.

I tend to overthink these things, so maybe my thinking is off, but this is where I come out after talking to Tial tech support and reading everything I can about turbo cooling. I still need to print out a protractor so I can get that 20 degree angle on the CHRA for the siphoning effect.

If only our cars had electric water pumps to cool the turbo after shutdown like my Audi...

 

MVR Wastegate spring question -- I put the 1 bar spring combo in one of the 44mm Tial MVR wategates and on a bench test the valve barely cracks open at about 23 psi (fully open at at about 28 psi). I found an old post on EvoM with Tial saying this is normal and explained by the lack of exhaust pressure on the valve, but I'm really skeptical and suspect this is going to result in wastegate pressure being over 20 psi, when I want it to be more like 14.5 psi (at least for starters). Since it's a pain to change springs once everything is installed, I'm hoping to get this right on the first try, or at least underboost rather than over. Any suggestions?

EDIT: Just saw this on Turbosmarts’s site: Although you can perform a “bench test” of a wastegate to confirm that it is cycling properly and not seized, this bench test will not offer accurate results in regards to the amount of air required to open the wastegate. It is important to keep in mind during this test that when the wastegate is actually run on the vehicle, there will be additional exhaust backpressure helping to force the wastegate open. Because of this, a 14 PSI wastegate may require 20+ PSI or air pressure to open during a bench test. The best way to confirm the proper operation of a wastegate is to run it on a vehicle.

6/13 EDIT : I reduced the spring pressure by 20% so it cracks at 16-17 psi and opens significantly at 20 psi. Hopefully, that works out okay.

 

19 hours later, car has been dropped at ronnie's. lol

another video of it, it's a little more pronounced here i think.


fingers crossed they figure it out soon. would love to make autobahn in 2 weeks.

 

Still sounds like a lifter or follower issue to me, but hard to tell without hearing in person. I assume you already checked for glitter on the dipstick?

 

i looked but didn't see anything in particular on the dipstick.

 

I took these today to show clearances around A/C and PS pump. If you want something different, I’m sure they can make it, maybe even in 2021! The 6 vbands in multiple planes make it a little tricky to align everything, but it all seems to fit with some patience. I wouldn’t want to start disassembling in the paddock though, even before plumbing everything.

 

six v-bands? good luck with that after real heat cycles. I have four and it's a royal pain in the ***. Ironically V-bands are supposed to make things easier, in reality, not at all. At least in my experience.

 

As much as I'd like more power, all these headaches keep me happy at 450.

 

i think dual wastegates recirculated is inherently cumbersome. I originally was going to get two O2 housings and have a non-recirc setup as well with the same manifold and downpipe. I decided not to do it for now, but if this setup is a headache I might go that way later to simplify. An IWG G-series would be a ton easier but less versatile down the road. Also, I could see sizing up on the turbo if I eventually have a stroker and wanting the EWG provisions. I’m as much of a tinkerer as a driver, so this setup is good for now.