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Wally wrote:Nice job! Good move on the oil restrictor too.

I welded the valve itself shut:


Can't you move that wastegate location on the CB header?

Hey Wally, my welding skills are very basic so I tack things together & take it to my local welding shop to be finished. He wasn't keen to weld onto cast metal even though I'd told him I'd seen yours on here. That is why he welded the mechanism instead.

I probably could move the WG elsewhere on the header but because I'm running against the clock on this conversion I've decided to leave it where it is for the time being. I'm going away on holiday next week which means I only have until this weekend to get the car ready for the dyno on 17th May.

Dan Dryden wrote: ... He wasn't keen to weld onto cast metal even though I'd told him I'd seen yours on here.

I didn't weld onto the cast metal: the valve is actually mostly welded to the steel seat, which is a little bit larger in diameter then the valve. Easy peasy
Either method will probably work fine though.

So everything is together and ready for the re-map on 17th May.

I fitted everything together minus the downpipe as I needed to get this adapted to fit the TD04l.





I put the rear body work back onto the car and drove it the 4 miles to the welding shop to have the downpipe fitted. It was a little noisey but not too bad.
The only thing is, driving the car with no downpipe was a bit of a "School-boy" error. This is what it did to the paint on my rear valance :



In the famous words of Homer Simpson: DOH!
I'll have to sort this after the VW Show I plan to take the bug to as I won't have any time before.

The welder adapted my downpipe to fit and also added a pipe from my wastegate to the main downpipe to get rid of the horrible screaming it made when it opened:








I re-fitted the rear bodywork and have driven around 20 miles now. The fuel map is too rich, which will be sorted on 17th May but I have to say, I'm still very impressed with the way this turbo performs on my engine!
Power is delivered so much sooner and is a lot more useable on the street. I'll give you all another update once I have taken the car to the rolling road and will try to get a video of it.

Looking good Dan,I like your removable rear clip , it must make things just a tad easier

I think I just picked up that exact same turbo at a swap meet a month ago.

The exhaust outlet housing pattern is a 5 bolt compared to my IHI 4 bolt pattern but otherwise it is close to what I am running now.

I'll be interested in seeing at what rpm your full boost comes on since the turbo I am running right now comes on at 3000 rpm and it is just 1/8 inch smaller on the inlet and outlet diameter than the TD04L I have on my bench.

Very cool thanks for posting this! I actually was at my shop today to pick up my turbo and flange to take to my exhaust guy. (I don't own a welder.) I'm going to reference this thread since I have the exact same turbo and cbheader!

A real quick update as it's late & I've not long been home from the dyno. Pushed out 194bhp / 222lb/ft torque @ 21psi. Real nice drive home & very pleased!
I didn't get a video because I forgot my camera but will give more details & dyno graph later.

Thats very good! Your (almost) at the limit of that turbo, so well done!
Curious about the spool.

Imo the spool is perfect Wally. Exactly what I wanted. I'll post the graph on here as soon as I can but basically I'm getting 1psi at 2000rpm and 21psi at 3300rpm.
Peak torque occurs at 4076rpm and peak power at 5455rpm.
I'd probably get more with a different cam but I like the fact I haven't got to be pushing the rpm's to get into my power band. A great street motor imo.

I so hoped you would say that!
Thats great to hear Dan. Well pleased for you!

What boost do you get at 2500 and 3000 rpm???

I might have to start fabricating a new turbine outlet to get mine installed on my 1679 cc engine......

That's some nice power there Dan!

Here is a copy of the dyno print out:



Sorry it's not any bigger but this site limits my pictures to 800x800 pixels and I had to keep re-sizing the image on photobucket.
The top blue line is torque, the red line is power and the pink line is boost.

To answer your question Clonebug; boost at 2500rpm is 3.5psi and at 3000rpm boost is at 10psi. Peak boost of 21psi is reached at 3400rpm. (not 3300rpm which I said earlier )

Boost Control:
I'm running the CB adjustable wastegate. Spring tension can be adjusted by screwing a bolt in or out of the housing against the spring.
This is mounted on one of the exhaust primaries and has raised questions about the suitability of this position for accurate boost control.
I can confirm that boost creep does occur with this setup. The way I got around this was by using my ECU to control the boost with a boost control solenoid. I unwound the bolt in the wastegate to make sure the sping tension was very low. This allows the wastegate to open as wide as possible and allow a maximum amount of exhaust gases to be bypassed.
When I used the wastegate directly, without electronic boost control I found that overboost occurred very quickly with the wastegate spring tensioned. With the tension released in the wastegate spring, overboost didn't occur until around 5000rpm but boost climbed very slowly and the effect of the turbo was compromised.
In summary, I would recommend trying to move the wastegate to the collector. Electronically controlling boost is a bit of a "band aid" but it works for me.

Dan Dryden wrote: It would've been nice to ditch my CB hideaway header as I have seen a few other designs which seem to have benefits over CB's, but it just wasn't in my budget.

Hi Dan,

Which other headers did you look at?
I am fed up with the intake and exhaust noise from my NA EFI engine and am considering a 1776 turbo for my bus instead

Cheers
Paul

Hi Paul, I really liked the look of the DRD turbo header but not sure where it can be purchased from. Maybe someone on here could point you in the right direction.