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Go Back   TDIClub Forums > VW TDI Discussion Areas > TDI Power Enhancements

TDI Power Enhancements Discussions about increasing the power of your TDI engine. i.e. chips, injectors, powerboxes, clutches, etc. Handling, suspensions, wheels, type discussion should be put into the "Upgrades (non TDI Engine related)" forum. Non TDI vehicle related postings will be moved or removed. Please note the Performance Disclaimer.

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Old November 20th, 2010, 09:51   #16
Rub87
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same compressor as 2056vl from volvo I guess, works very well for 240-250hp max
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Old November 20th, 2010, 10:05   #17
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Quote:
Originally Posted by Rub87 View Post
same compressor as 2056vl from volvo I guess, works very well for 240-250hp max
Not the same compressor A/R?
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Old November 20th, 2010, 12:28   #18
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Quote:
Originally Posted by Rub87 View Post
same compressor as 2056vl from volvo I guess, works very well for 240-250hp max
Yes indeed, compressor wheel is the same part nr as the volvo one.

Quote:
Originally Posted by Alcaid
Not the same compressor A/R?
Larger area for the Alfa one, not that interesting for performance though.

@dieseleux: Do you have the turbine inducer size of the Volvo GTB2056 ?
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Old November 20th, 2010, 14:16   #19
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How about GT2559v off of Renault 3L??

any info?
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Old November 21st, 2010, 01:11   #20
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and how about the gt2563vk?
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Old November 21st, 2010, 01:50   #21
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added in the first post bv50,2056v alfa romeo,3571v hino truck
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Old November 21st, 2010, 03:26   #22
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In table format for you. Couldn't get image any bigger:

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Old November 21st, 2010, 03:33   #23
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GTB1749VK from 4.2 TDI

VAG Number is 057145722N, Garrett Number is 765312-2

compressor wheel:
36mm inlet
49mm outlet
12 blades

turbine wheel:
38mm outlet
43mm inlet
9 blades

Exhaust side interchangable with gtb1756vk
Electronic actuator is pwm controlled...
Watercooled CHRA!




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Old November 21st, 2010, 12:12   #24
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Quote:
Originally Posted by loudspl View Post
How about GT2559v off of Renault 3L??

any info?
run away from this prehistorical turbo, no need that laggy nonsense
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Old November 21st, 2010, 19:15   #25
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I thought it might be helpful for people to understand the effect of compressor selection criteria like exducer diameter, trim and A/R ratios. This has been long overdue, so here goes.

Below I compare maps from the same manufacturer with same technology and change only one parameter at a time. I am not at liberty to share more than what's already presented below, so don't ask.

First, I compare the effect of changing the exducer diameter, while the trim and A/R ratio are kept the same. I look at 46, 49 and 56mm compressors of the same generation and family respectively in the following 3 pics:









Increasing the exducer diameter moves the entire map toward higher mass flows. The surge line (in bold red dash-dot) also moves to the right. The achievable pressure ratio does not change much because it is not a function of wheel diameter alone but rather the tip speed, which is proportional to the diameter multiplied by the angular speed, and blade properties. Although the lines of constant RPM are not labelled, a smaller wheel must turn at higher RPM in order to achieve the same pressure ratio.


Next I look at an entirely different family of compressors and vary only the trim. I look at 44, 48 and 52 trims of the same exducer diameter and A/R ratio:










It is apparent that as the trim increases, the map shifts over to the right toward higher mass flows, including the surge line.

One may observe that the upper boundary of pressure ratio is actually lower in this family of 67mm compressors than the smaller compressors previously presented. There is nothing to be interpreted or concluded by this alone, since the compressors in this latter comparison are from a different family.

One may also observe that the 56mm, 60 trim compressor flows almost the same as the 67mm, 48 trim unit, plus the former allows a higher pressure ratio and significantly better surge margin. Why is that so and in light of this, why would one choose the larger compressor and not select the compressor just based on trim? Well those are good questions. The first obvious answer is that this illustrates that a bigger turbo is not necessarily better. Within certain limits the engine developer can select between several different exducer diameter and trim combinations that give the desired flow capabilities. Recall, however, that the smaller compressor wheel will need to spin at higher RPMs in order to achieve the same pressure ratio, therefore the turbine must also be suitably matched with the compressor and the engine! A larger exducer diameter will also have a higher moment of inertia, which will affect turbo lag.


Varying the compressor A/R ratio has little effect on the compressor map, as can be seen in the two maps placed side-by-side below. The same generation, family, exducer diameter (52mm) and trim (55) are compared with two different A/R ratios - 0.53 and 0.45. They both look almost identical.

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Old November 22nd, 2010, 01:22   #26
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Quote:
Originally Posted by TDIMeister View Post
Varying the compressor A/R ratio has little effect on the compressor map, as can be seen in the two maps placed side-by-side below. The same generation, family, exducer diameter (52mm) and trim (55) are compared with two different A/R ratios - 0.53 and 0.45. They both look almost identical.

So what actually changes by varying compressor A/R? Looks like the one with lower A/R actually would be able to produce a higher PR still very efficient if it had'nt been for the RPM limitation.
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Old November 22nd, 2010, 10:57   #27
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The two particular maps showing different A/R ratios are too similar to draw any hard conclusions between them. However, when a choice is available, smaller A/R compressors -- other parameters being equal -- tend to be deliver slightly higher pressure ratios for a given shaft speed and mass flow. But again, the differences shown above are practically negligible.
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Old November 22nd, 2010, 11:27   #28
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Quote:
Originally Posted by Rub87 View Post
and how about the gt2563vk?

...anyone?
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Old November 22nd, 2010, 11:57   #29
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What about the hot side? Any maps to show the effect of changes to the A/R on the turbine side.
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Old November 23rd, 2010, 08:49   #30
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The BMW GT2260V that chippednotbroken has on his, the compressor A/R is .61.. I see it as not available in the picture a few posts up.. figured I'd offer that info..
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