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Discussion Starter #1
What do you think about GT2056V Mercedes ml 320 cdi. a6420901480 765155-4
in. = 43.40
ex = 56,00
no of blades 6/6
a/r .53
in. = 42.94
ex. = 46.72

here's a factory pressure map of mb ml 320 3.0 cdi.



What will be safe max pressure for that turbo on 1.9jtd 8v?
 

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Why would a turbo designed for a 224bhp 3.2L engine be suitable for a 1.9?

The torque is way higher, as will be the exhaust flow.
 

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Why would a turbo designed for a 224bhp 3.2L engine be suitable for a 1.9?

The torque is way higher, as will be the exhaust flow.
the 2.4 gets a GT2256V, that's possibly a smaller turbo then this one.

Turbo size is dependant on the power output you aim to achieve.

That said, I'd get a GTB or better, possibly smaller aswell. Something like a GTB/C1749V
 

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I think 2 or 3 guys were on the gtb2060 from Mercedes ,path but not sure if still on going.
yanko I think was furthest in adapting for his 8v 1.9.
 

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Discussion Starter #5
i got 2 gt2056v from MB e320cdi for very low price. Both of them is in good shape. So i whant to try one of them on jtd 8v.
Gtb is new turbo, great spool and flow, but with stock clutch on my 8v i will dont have full potential od gtb turbo. For first try i whant to put gt2056v and later when upgrade clutch and dmf fit, gtb20 or gtb22 will be my choice.

I alredy do reclocking of turbine housing. I need to know what is max safe boost pressure for gt2056v?
 

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Depends on what are you planing to use it for. For daily driving this turbo is a bad choice. You can expect the boost under 2200rpm will be very low, also responsiveness of the engine will be much worse than with standard turbo.

But if you are only aiming at top end power, then it is OK. You can run 2bar boost easily on that turbo up to 4000rpm.
 

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I got this turbo too when I ordered a MB gtb2060vklr.
The housings are very similair, and it is hard to adapt to 1.9 JTD engine. Even if you got such turbo for free, it will probably cost more to adapt it to your engine than taking a gt2256v or gtb2056v as a base and work with that.
 

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Discussion Starter #8
I already clocked turbine hausing, and put the vacuum actuator. easy job.
Next to do is to cut flange from turbine housing and welding it in right direction and angle. Harder. :D
JS JTD you do you know what is angle of exhaust manifold flange? 37 degrees?
 

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I already clocked turbine hausing, and put the vacuum actuator. easy job.
Next to do is to cut flange from turbine housing and welding it in right direction and angle. Harder. :D
JS JTD you do you know what is angle of exhaust manifold flange? 37 degrees?
I don't know the angle of the exhaust manifold flange, I use templates to make sure modified parts fit.
Also think about the oil feed and return, both are located at the same flange. It is hard to make a downhill oil return with this unit.
 

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Discussion Starter #10
yes on MB oil feed and oil drain are located at the same flange, but there is second oil feed hole on opposite side od bearing housing.

So, i clocked turbine housing and vnt, and now oil drain hole is at bottom of the bearing housing, oil feed is on top and at bottom. i can choose what to use.

 

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I've run that size compressor on a GT17 turbine and was running 2.2bar happily. I didn't see peak boost until after 3000 rpm on my combo but at that time I was not doing my own mapping, so sooner would definitely be possible.

Mine is a 16v, so I wouldn't expect you to make the 228 wheel power I made but it should give you a very good top end output.
 

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Discussion Starter #12
2.2bar relative boost pressure?
Mapping is not a problem. I will expect full boost around 2.7k rpm. :D
 

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Discussion Starter #16
yeah i know, i have did a couple of 8v jtd with gt2256v and hybrid turbo, 16v with gtb2260v, and many others. Mapping is not a problem, thats what i do last 4-5 years. But I'm always in the mood for discussion about softwere modification's. :)

Tnx for advice. :thumbup:
 
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