Thanks for the advice.
=================================
Steve St.Laurent
2000 DC Dakota 4.7, CC, 4x2 (soon 330HP)
2000 Roush Mustang Stage II (awaiting the new SC)
"Those that can give up essential liberty to obtain a little temporary
safety deserve neither liberty nor safety." -Ben Franklin
http://www.geocities.com/Yosemite/Cabin/4382/index.html
-----Original Message-----
From: owner-dakota-truck@buffnet.net
[mailto:owner-dakota-truck@buffnet.net]On Behalf Of
Shaun.Hendricks@bergenbrunswig.com
Sent: Friday, March 31, 2000 2:28 PM
To: dakota-truck@buffnet.net
Subject: DML: VNT Turbo (Turbo IV)
I'll kill two birds, one stone with this one.
St. Laurents:
I think it can be applied to any engine powerful enough to drive a large
turbo (and strong heads). I think it'd be perfect for a 6'er. Trying to
'twin' it could get interesting results. I'd go to some turbo professionals
before I'd just stick a pair of these on the truck to see what they do. I
think it'd out pump a supercharger any day of the week though. I've felt
the
air off of a spindle style SC at RPM and I've felt it off of the VNT, the SC
was much lower in volume. Of course, you need a huge SC (or geared one:
read=
expensive) to generate the kind of PSI a turbo can.
Kelly:
I wasn't insulted, I was just curious about the top end comment. I had
my
bleed valve jam on me and my boost gauge went way beyond it's max of 15.
The
engine seemed to handle it fine but once I didn't hear the familiar bleed
off
of air I looked at my gauge went "Oh CRAP!" and backed it down immediately.
If the gauge is even close to linear, it pegged at what I would call 18-20
psi. I don't think the turbo had a problem generating 20 psi, but without
DOHC, I don't think the engine could move enough air to keep it at 20. If
you
removed your small turbo off your IROC (which has the DOHC engine if I'm not
mistaken) and put the VNT on it, I don't think you'd have a problem
generating
20+psi. The VNT is a large turbo with variable vanes to let it spool up
faster than the small turbos, decreasing turbo lag. As the RPM's increased,
the vanes ran outward with centrifugal force and sucked in even more air.
The
biggest problem I had with the VNT was learning that it was variable across
the demand curve. If you floored it, it was consistent, but inconsistent
throttle caused it to behave semi-wildy and you could break the tires loose
in
a normal shift if you hadn't learned this 'oddity'. I burned through my
first
Getrag clutch in 17k just figuring this out. My second clutch had lasted me
over 55k before the Shadow was totalled by an idiot that rear-ended me while
yaking on his cell phone.
( I was stopped, he was doing 60... The car absorbed the shock perfectly,
the
passenger compartment wasn't even intruded and the trunk was only pushed in
about 2 inches... not bad for a little car. But it didn't survive.)
As far as I can tell, and from all other accounts, the VNT was the finest
turbo Chryco ever put on a vehicle. Because it was self governing, it
didn't
need the wastegate controller. My Shadow was incredibly rare, but I know
the
Shelby VNT Daytonas are still worth a mint if in good shape. I still mourn
it's passing, but it got replaced by the Dakota, not a bad trade.
Shaun H.
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