GT3076R - Internal WG Failure
Nov 7, 2009, 09:30 AM
#17
So I swapped in the ATP O2 Downpipe, here are some shots installed. I'm still datalogging and comparing power levels using Virtual Dyno spreadsheets but with this change and an exhaust manifold swap the results should be positive for what I want on a daily driver. I'll post more details comparing the Full-Race and ETS Tubular Exhaust Manifolds once I have some numbers.
I should be able to craft up an external dump tube option for this setup where clocking the Tial WG up 45 degrees will allow it to attach as a 5-10 minute swap and a cap would block the entry into the exhaust.
I should be able to craft up an external dump tube option for this setup where clocking the Tial WG up 45 degrees will allow it to attach as a 5-10 minute swap and a cap would block the entry into the exhaust.
Last edited by Hiboost; Nov 7, 2009 at 09:34 AM.
Nov 7, 2009, 01:44 PM
#18
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looks good, cant wait to see the result. i still havnt taken mine off to warranty. i really dont want to spend another $800 on a ewg downpipe just yet when i just spent $400 to get tuned on current set up.
so i just need one bolt to plug the broken wastegate if i go ewg? its that easy?
so i just need one bolt to plug the broken wastegate if i go ewg? its that easy?
Nov 7, 2009, 05:21 PM
#19
looks good, cant wait to see the result. i still havnt taken mine off to warranty. i really dont want to spend another $800 on a ewg downpipe just yet when i just spent $400 to get tuned on current set up.
so i just need one bolt to plug the broken wastegate if i go ewg? its that easy?
so i just need one bolt to plug the broken wastegate if i go ewg? its that easy?
I figured the old O2 DP can be sold for $300 ish range and the rest is basically paying for the Tial External Wastegate. The alternative was to either send the turbo in for repair or wait for a replacement to be available. Since this is my daily driver, any downtime would end up being a rental car for $250+ / week so I decided to put my money towards a better setup. I just did some partial pulls on pump gas at 28 psi and the car was absolutely flying. I'm still figuring out the best setup for the Tial WG as I think I may need a stiffer spring. The wastegate passage seems to allow as little as 15 psi at lower RPM's and creeps to 20 psi with my setup. Boost rises quickly to ~20 psi but then seems to lag a bit so bumping my base spring pressure from 13 psi to 20 psi or so would be a good idea.
Nov 8, 2009, 02:21 PM
#22
In April of 2009, the Garrett Turbocharger Upgrade for the 2008+ Mitsubishi Lancer Evolution X was released. In conjunction with this release, select Evo specialists were selected to test the turbo in a variety of applications including street use, drag racing, road courses and rally racing. Initial feedback from this group was overwhelming in the power gains they saw and the ease of installation; so we asked them to push the turbochargers further.
We wanted them to be as aggressive as possible on these test turbochargers but as they turned up the boost exhaust gas temperatures (EGTs) began to reach unanticipated levels. Over extended periods of extreme use it was found that these elevated EGTs surpassed the tolerances of the turbocharger's internal wastegate arm and valve assembly. This resulted in the wastegate arm warping away from the housing, therefore opening the wastegate port causing a subsequent loss in power. In turn, the warpage allowed the poppet valve to spin freely eventually machining itself off of the connecting rivet.
Honeywell engineers quickly identified the problem and put an immediate halt on all production and sales of the Evo X-specific turbocharger until a solution could be designed and implemented.
The wastegate failure did NOT result in damage to any other turbocharger components other than the wastegate itself. The result of the failure was a loss of power.
Correction to Arm & Valve
There are two visually evident improvements on the re-released Garrett Turbocharger Upgrades.
First is a change of material in both the arm and valve. By moving to a stronger material, warping due to extreme temperatures is avoided.
Second is the addition of an anti-rotational pin to the poppet valve. The valve is now prevented from spinning 360 degrees, making it virtually impossible for the valve to machine itself off of the high temp rivet.
All new units of the Garrett Mitsubishi Evolution X Turbocharger Upgrades feature the enhanced arm and valve.
We wanted them to be as aggressive as possible on these test turbochargers but as they turned up the boost exhaust gas temperatures (EGTs) began to reach unanticipated levels. Over extended periods of extreme use it was found that these elevated EGTs surpassed the tolerances of the turbocharger's internal wastegate arm and valve assembly. This resulted in the wastegate arm warping away from the housing, therefore opening the wastegate port causing a subsequent loss in power. In turn, the warpage allowed the poppet valve to spin freely eventually machining itself off of the connecting rivet.
Honeywell engineers quickly identified the problem and put an immediate halt on all production and sales of the Evo X-specific turbocharger until a solution could be designed and implemented.
The wastegate failure did NOT result in damage to any other turbocharger components other than the wastegate itself. The result of the failure was a loss of power.
Correction to Arm & Valve
There are two visually evident improvements on the re-released Garrett Turbocharger Upgrades.
First is a change of material in both the arm and valve. By moving to a stronger material, warping due to extreme temperatures is avoided.
Second is the addition of an anti-rotational pin to the poppet valve. The valve is now prevented from spinning 360 degrees, making it virtually impossible for the valve to machine itself off of the high temp rivet.
All new units of the Garrett Mitsubishi Evolution X Turbocharger Upgrades feature the enhanced arm and valve.
While I think this car is going to haul **** with this combo now, when they coin the term "Bolt-on turbo" it shouldn't have to be this complicated to get it working right. I'll be doing some Virtual Dyno before and after comparisons later tonight, based on what I'm feeling on the road there seems to be a solid 10-20 whp gained over the old setup. Details to come!
Nov 8, 2009, 10:23 PM
#23
It's good, that they admitted this flaw and are fixing it. But I don't like what they are saying in the press release.
My turbo broke from a normal use, not some kind of extreme 'as aggressive as possible' driving. I didn't track my car with this turbo, I didn't turn up the boost (in preparation for the engine reinforcement), the EGTs were very reasonable (much less than with stock turbo). And with all this it fell off almost immidiately.
And they don't say what happens to all those who got the bad turbos. What they should offer is to swap them for new versions and pay for unistall/install job plus some penalty for downtime. I don't think they sold that many of these turbos so they can easiliy afford this kind of treatment to their customers.
My turbo broke from a normal use, not some kind of extreme 'as aggressive as possible' driving. I didn't track my car with this turbo, I didn't turn up the boost (in preparation for the engine reinforcement), the EGTs were very reasonable (much less than with stock turbo). And with all this it fell off almost immidiately.
And they don't say what happens to all those who got the bad turbos. What they should offer is to swap them for new versions and pay for unistall/install job plus some penalty for downtime. I don't think they sold that many of these turbos so they can easiliy afford this kind of treatment to their customers.
Nov 9, 2009, 11:27 AM
#26
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Nov 11, 2009, 07:00 PM
#29
Ah well if I had just kept it on the same side as the UR o2 downpipe there was plenty of room there. I plan on installing a wideband bung into the mini-muffler testpipe about 4" downstream in a few days and should have my wideband back up and running again. There was no way I was going to take off the O2 DP even if I can do that in about 2 hrs removal to install now. The testpipe comes off in 15 min...
Last edited by Hiboost; Nov 11, 2009 at 07:20 PM.