Garrett GT2052V for my lucida

[ClintJ]

Hey there everyone. I couldnt let this one pass. A variable turbine nozzled garrett from ebay and for a paltry some of only $136 AUD delivered..
Well it hasnt arrived yet but It will be overhauled and some mods made to the compressor housing around the inlet where the leading compressor blade edge is.
By machining a slight lip out of the housing so that the gap is bigger around that front blade allows a slightly higher boost pressure to be produced in the surge zone of the compressor map...
To explain compressor surge is exactly like cavitation of a ships propellor. Try to spin it to fast at a slow speed and the prop vibrates or effectively cant push any water until you slow the prop back down..
Same with the turbo compressor. Try to produce boost to early in the rev range with a compressor wheel that isnt designed to produce flow at that pressure and the compressor wheel goes into surge... By having a gap machined around the leading edge allows some of surge to be put of because the air can slip out to the side instead of trying to be compressed...
This turbo has come of a 3lt nissan turbo diesel
For those who dont know about variable turbine nozzles, then there are plenty of places to look for info like wikipedia or youtube for models..
But basically there is a set of vanes that control gas speed to the turbine by opening and closing. Make the gap small and the exhaust gas speed is high making the turbo speed up quickly. Open the gap up and the gas speed will slow down on the turbine wheel but as engine rpm gets higher you want less packpessure and higher flow rates so this turbo offers the best of both worlds.
That is quick to spool up to full boost and good exhaust flow at high RPM so that the engine power doesnt tapper off.

[ClintJ]

Turbo arrived today and is in tip top shape... Must say that it is much smaller than the RB20det turbocharger currently on there and the RB20 turbo produces 8psi at 2000rpm so the GT2052V should almost double that bringing full torque on low in the rpm range...

[ClintJ]

Here are some more pics from the pulled down turbo..
I think that everyone will get an understanding of how VATN variable area turbine nozzle setups will work after this...



Vanes are open

Vanes are almost shut

[JJ]

Hi Clint, is this something you know that is going to work or yet to be tested?

[ClintJ]

Originally Posted by JJ

Hi Clint, is this something you know that is going to work or yet to be tested?

Hi JJ, yes it works. VATN turbos have been available on diesels mainly for the last 6 or 7 years.. just about any modern diesel engine has a Variable turbine turbo on it..
From my analysis work the compressor comes close to surging but my machining work that I will do will combat this.
I will take my existing manifold that I made and chop of the existing flange and weld on the new flange for the GT2052..
Should be good.. Not as peaky as the RB turbo but good enough for the torquey nature of these engines
Clint

[ClintJ]

Here is a vid from youtube that shows how the vanes work.

YouTube - Garrett GT2052V turbine nozzle

[JJ]

Hi Clint we are looking in to a bigger turbo not big as in big just say next size up etc .......JJ

[ClintJ]

Originally Posted by JJ

Hi Clint we are looking in to a bigger turbo not big as in big just say next size up etc .......JJ

If you want to stick with the toyota turbo's then they come in the following sizes.
CT9 lucida std turbo
CT12 toyota 1GGTE twin turbo 2lt petrol (bigger turbine but smaller compressor
CT12A 1JZGTE twin turbo 2.5lt petrol Bigger turbine and compressor, ceramic turbine wheel and very free flowing whilst also responsive.
CT12B 2JZGTE bigger turbine and compressor again ceramic turbine.
CT26 3SGTE 2lt petrol. Big twin scroll turbine housing bigger turbine and compressor. Would be ok for the second turbo on a 2stage turbo setup. The CT9 as the primary and the CT26 as the larger more efficient secondary.
Of course there is a multitude of turbos out there to choose from...
If I wanted outright power and fuel economy then I stick with my RB20 turbo on the van now.
If I want more torque in the low end with not as much topend as the rb then the GT2052V is good enough for me! There are some more potent or larger turbined variable turbos out there.
Basically the the garrett code GT20 means a T2 turbine, the larger the number the larger the turbine.
The 52 means 52mm on the major diameter of the compressor wheel.
The bigger the turbine wheel is will mean more power at the cost of lag.

[abnfto]

Hi Clint, you look like a bit of a turbo expert!
I was wondering, what sort of boost pressure would you expect to see from a standard 3CTE engine and turbo . I fitted a boost gauge to mine last weekend and am seeing 5-6 psi under typical cruise conditions. If I floor the accelerator from 50mph and the engine revs hard, the maximum I have seen is around 8.5psi. I don't see much boost at all at lower speeds / revs.
The reason I ask is that under acceleration there is a lot of black smoke (poorly burnt fuel) coming out of the exhaust and I wondered if the turbo boost was low such that the fuel to air ratio was higher than it should be. On my petrol engined cars, the Air Flow Meter would compensate for low boost but I haven't spotted such a meter on the Estima so I presume the amount of fuel injected is based mainly on throttle position and coolant / air temperature readings.
Thanks for any help, Robert.

[ClintJ]

Originally Posted by abnfto

Hi Clint, you look like a bit of a turbo expert!
I was wondering, what sort of boost pressure would you expect to see from a standard 3CTE engine and turbo . I fitted a boost gauge to mine last weekend and am seeing 5-6 psi under typical cruise conditions. If I floor the accelerator from 50mph and the engine revs hard, the maximum I have seen is around 8.5psi. I don't see much boost at all at lower speeds / revs.
The reason I ask is that under acceleration there is a lot of black smoke (poorly burnt fuel) coming out of the exhaust and I wondered if the turbo boost was low such that the fuel to air ratio was higher than it should be. On my petrol engined cars, the Air Flow Meter would compensate for low boost but I haven't spotted such a meter on the Estima so I presume the amount of fuel injected is based mainly on throttle position and coolant / air temperature readings.
Thanks for any help, Robert.

Hi Robert, there are great number of things that will cause a diesel to smoke..
Your boost is on the sweet spot for the toyota manual. It states 7~9psi.
Smoky reasons
Dirty or out of adjustment injectors or pump
Dirty air filter
Stuffed water temp, map or air temp sensors.
Buggered EGR valve( do a search on here for that one)
My first best guess would be to make the egr inoperative.
Then look at the injectors for a service.. Or try some injector clean through them...
The map sensor will only add more fuel as boost comes on unless of course the sensor is faulty and reading high but this is at the far end of the spectrum. Electronics seem to always outlast mechanical components so the injectors would be the likely culprits..

Clint