New Turbo
March 2011
Installed upgraded CT26 turbo, bolt on, supplied by my mate Graeme. Spools up earlier and on a dyno it will pull 450nm at 1700rpm - 440nm @1600rpm and EGT's only around 600°C. Awesome really!! It also puts out 67kw at the wheels at 1600rpm, when the standard setup puts out the same kw at 3500rpm.
What this new turbo does, is boost up lower and provide far more air at all speeds. This makes the engine burn all the fuel available to it and there is NO smoke under power on a dyno run.
It pulls much better than before, though I'm trying to keep revs below 2200rpm for efficiency reasons.
When running on Veggie oil the EGT ran 50°C hotter and had a measured 10% less power than diesel.
Email me for more details or to put you in touch with Graeme.
Intercooler
May 2011
This was a big project, made more complex by me replacing the fenders at the same time. They had been accident damaged and the repairs started rusting out.
I swapped them for a pair of HJ60 round headlight fenders in good condition.
The intercooler was purchased online from Just Jap and is 600x300x76mm with 2.5" outlets.
Silicone Joiners and clamps were purchased from Pro Boost Racing via ebay.
2m of straight 304 Stainless Steel 2.5" tubing, 63mm, and 12 90° bends were purchased at close to cost price through a handy contact.
A flange was laser cut from a sample gasket by Action Laser Cut
On test mounting, I knew this was going to be a tight fit.
Left side
Right side
Obvious problems on the front panel was the mountings for the headlights. This car is the four headlight model. And also the bottom tray underneath the radiator that holds the indicators was going to need to be trimmed.
A hole was cut that missed the radiator mount on the engine bay side. I drilled a number of holes with a 5mm bit and then cleaned up the edges with a die grinder.
The routing of the stainless was fiddly and difficult as a first time job. I tacked the pipes using my inverter welder at 50A and special stainless welding rods. A friend then used his TIG to finish them off very nicely.
The hot side of the piping leaves the turbo and goes into a U bend forwards to descend down at the back of the alternator. Then it goes forward with an S bend through the hold next to the radiator. It's fairly simple and straight forward. To improve on this routing, the compressor cover of the turbo would need to be spun around and pointed down instead of up. If this is possible, I don't know. I suspect the only problem is the mounting of the waste gate, so it may be feasible.
On the cold side, I was faced with how to route the piping around my veggie valving and hoses, plus the power steering pump and hoses. The solution was to run the piping along the motor and turn it down in between the radiator hose and radiator cowling. From there it goes through a series of small radius bends to clear the battery tray, and the inner fender, and through the hole next to the radiator.
Some of these pipes needed to be reworked once I reassembled all the gear as I misjudged where for example the battery tray was going to sit and the piping needed to be 'eased' using a cut and a silicon joiner to create the right flex.
All the piping had tags of weld on the ends to stop the silicone sliding off. The cold side is covered in insulated tubing to keep the cold in. Unfortunately this hides the nice shiny stainless tubing. :-(
The end result.
After the first outing the hot side was too hot to touch and the cold side was little more than ambient temperature - about 20°C
After a long run up a hill, the hot side measured 66*C at the intake of the intercooler, and the outlet was 25°C. Given the shiny nature of the intercooler, measuring the temps with an infrared was difficult. I placed some black tape to get a better reading, but a data logger would give a better reading and show graph-able readings.
Radiator coolant temperatures were not apparently affected by the IC across the front of it; the cool ambient temperature would have assisted this - it's winter at the moment.
EGT are lower than without the intercooler, perhaps 75°C lower in normal running - now 280°C pre turbo.
Performance remains excellent, with plenty of torque to spare at freeway speeds. Under full load at 80kmh up a long hill, EGT rose to 400°C, which is some 200°C less than without the intercooler on the same hill.
In order to cater for any pressure drop across the intercooler, the pickup for the waste gate controller is taken from an outlet at the inlet manifold. And the pressure for the aneroid boost controller on the back of the injection pump is taken from right at the turbo. This will make the aneroid open early and faster, and leave the waste gate shut for longer until the pressure is sensed at the manifold, not the turbo.
Things to be done.
Rework the Toyota grill to fit over the intercooler. This will require it to be heavily cut out.
Temperature measurement of intercooler performance. Plan to use a data logger.
Finding alternative to standard air filter. As part of the under bonnet rework was moving the large 24v Clisby air compressor to the left side, where my air cleaner had been mounted. Due to things such as air conditioner lines, the Clisby and the intercooler hoses, there is now no room for the standard air box. A noisy pod filter is in place for the time being until a suitable permanent solution is found.
Notes
The new fenders fitted came off a round headlight 60 series. All the research told me the fenders are the same. This is not quite true. The basic fender IS the same and was a direct fit. What was different, apart from the side turn indicators, was a mount for the cover around the headlights. This was resolved with long screw to hold them in place. The side turn indicators were replaced with aftermarket LED lights that are very effective. In addition to the extra pair of turn indicators on the front winch tray, and polished up OEM lenses on the standard indicators, my intended direction change will be pretty obvious to anyone at the front or side!
Installation discussed on the IH8MUD forum and Perth 4x4.net forum. Click on links to go to discussion threads.
