Banal .. Open to any topic on and off topics etc

[Newcastle George]

Muffler disconnected leaving approx 3 metres of 3" exhaust after turbo. NO DIFFERENCE at all.

George

[BruceS]

Starting to sound like it's just a gutless motor George? Do you know anyone else with that particular engine and does their's pull any better?
Might be time to put it over a dyno?
I think it's around 240HP? Should shift 15 tonne along OK. I used to have 180HP shifting 32 tonne. (or more?)

[Newcastle George]

Specifications

Model: CLG CMF CPB
Year: 92 - 98
Engine type: FE6-T
CC: 6925
Horse Power: 180 - 265 H.p @ 2800

Bus is approx 8.5 tonne

George

[EDIT] Sticker on the motor states: Max Power 183 @ 3000rpm

[supersparky]

Starting to sound like the injector pump isn't working satisfactorily. If it goes ok with a blast of LPG then maybe it needs more fuel???

[T1 Terry]

Starting to sound like the injector pump isn't working satisfactorily. If it goes ok with a blast of LPG then maybe it needs more fuel???

The difference with adding LPG rather than more diesel is the rapid burn and increased heat associated with the LPG burn, it spins the turbo up at a low engine speed and then the boost become self sustaining, more air in equals more hot exhaust pressure out and a turbo is nothing more than a heat pump really. We used a 50hp shot of nitros-oxide in the turbo Cortina to get it on boost while sitting on the start line at the drags, one shot and it was away and then the gas came back on in the 1-2 change (2 speed auto) to stop uncontrolled wheel spin or wheels in the air off the line. The Bandag Bullet tyre smoking truck uses nitros-oxide to spin the turbos up to get that instant wheel spin.
I think you are back to the LPG install George, even if it's only an inverted caravan bottle and a foot operated switch to turn the solenoid on when you need it, tune it with different size jets till you get what you are after. If you feed it in after the turbo you will need a spray bar to distribute the gas but before the turbo will result in the gas/air mixing better. After the turbo adds the benefit of intercooling, before the turbo adds the risk of icing in cool high moisture air and the ice chunks will damage the intake compressor blades.
Either that or a CAPA mechanical driven turbo/supercharger to get the added boost and force feed the turbo, the LPG is heaps cheaper.

T1 Terry

[Newcastle George]

David,

I have been able to adjust the injector pump to get more fuel, black smoke from the exhaust, still low boost.

Terry,

I was thinking it would be best to have the gas injected when throttle reached say, 80%.

Exhaust/muffler reconnected.

George

[T1 Terry]

David,

I have been able to adjust the injector pump to get more fuel, black smoke from the exhaust, still low boost.

Terry,

I was thinking it would be best to have the gas injected when throttle reached say, 80%.

Exhaust/muffler reconnected.

George

Manual switching first I think would verify if the concept worked or not. You only really need the added boost performance at low revs yet full throttle is probably required a lot of the time. You could even use a 2psi pressure switch between the turbo and intake manifold so the gas would only be fed in when the engine was under load, all too easy to hold the foot down at the wrong time or lift the foot that little bit too much and loose the boost pressure, no getting it back once it's gone, you are back 2 gears at least.
The other option is a smaller exhaust housing for the turbo, one with a better ratio to bring the boost in much earlier, but that may not suit the cam profile design and you end up with boost but still no power and a loss of power higher in the rev range.
If you approach the hill in a lower gear so the revs are higher, will it hold boost then? Turbo engines are quite different to drive than normally aspirated or supercharged engines, their torque and power curve is much higher in the rev range, they do not have low down grunt due to the lower compression. A normally aspirated engine fitted with an after market turbo do maintain a lot of their low down torque, but they must be boost limited to save smashing ring lands and melting piston crowns, everything is a trade off.
Look up the torque specs for the model motor you have as it is at the low end of the performance range, what ever the revs are at peak torque is the absolute bottom limit of the rev range where any performance occurs.... and real engine damage occurs operating the engine below this point at full throttle as well, bore washing, oil dilution and hammered brgs are a few of them, snapped cranked and main brg mounts torn out of the block are the more serious ones, you are not doing the eng any favours by revving it too lightly, it is not the old 500 Bedford that threw everything out on the bitumen if you revved it too hard

T1 Terry

[Dot]

Once again watching "The life of Brian"

[Dot]

Had a knock on the door at 5.45pm and asked to look after a friends little dog that had just been desexed and her mum didn't think she could look after her properly as the great grandkids were coming around WTF is the matter with people? don't they know how to tell a sprog NO? anyway the little dog has had a P and a poo, had some cooked chook a couple of drinks and is now tucked up in her bed for the night. end of rant time for a nice cup of cha.

[BernieQ2]

Hell of a penalty to pay just to get some cooked chook and a cuppla drinks .
Bernie .