ht6.354 turbo replacement alternative

[hdavetaxi]

Hi all

I have a pair of these engines and a 3rd recon engine to replace one with issues
the turbos in the boat are hollset 3ld 4.16. (one of these is shot)
however we do have a good turbo on the donor engine. this one is different to the others
I believe it to be an earlier one. it is oil and water cooled.

I have a couple of questions

would using the different turbo on the donor engine cause serious control issues, there will imsure be a bhp difference.

has anybody ever used a different turbo and adapted manifold etc to make it fit.
this is something we could consider and would then replace both turbos with matching setup.

lastly would removing turbos and bypassing them cause and major issues
we don't really need the power for our purposes.

thanks in advance for any advice

Dave

 

[omega2]

Could you just swap the cores over?

 

[hdavetaxi]

unfortunately the bad one in the boat is I think beyond repair or chra replacement
I have been unable to find a matching turbo within any sensible price bracket.

so I'm left with a perfectly good turbo on donor engine and working with the bhp difference
I think its 10-15 hp difference

or replace both units and then sell the good hollset turbo which given the prices ive seen would probably fund 2 new turbos and any adaptions needed

 

[omega2]

Have a look here, strip down is simple.
http://myholsetturbo.com/manuals/HX30_32_35_40.pdf

 

[Latestarter1]

Hi all

I have a pair of these engines and a 3rd recon engine to replace one with issues
the turbos in the boat are hollset 3ld 4.16. (one of these is shot)
however we do have a good turbo on the donor engine. this one is different to the others
I believe it to be an earlier one. it is oil and water cooled.

I have a couple of questions

would using the different turbo on the donor engine cause serious control issues, there will imsure be a bhp difference.

has anybody ever used a different turbo and adapted manifold etc to make it fit.
this is something we could consider and would then replace both turbos with matching setup.

lastly would removing turbos and bypassing them cause and major issues
we don't really need the power for our purposes.

thanks in advance for any advice

Dave

Dave,

Holset 3LD genuine rebuild parts are NLA, Nerings parts (trade only) are good but expensive and many turbo re-builders use aftermarket components of dubious quality, some 3LD rebuilds have the durability of a disposable cigarette lighter.

Later T6.354's used the Holset H1C which has far better airflow characteristics and is less expensive to rebuild. As usual not a straightforward change as the later turbochargers have different Garrett pattern flange.
Perkins produced a flange adapter to fit the H1C which is now NLA. I know a past user of T6.354's who had a batch of the cast iron flange adapters to the Perkins pattern made up which require final machining however these adapters are not cheap.

Holset H1C off a pre Euro emissions DAF truck with a Cummins B is a good fit and these turbochargers are readily available for as little as £600 each outright purchase. Do not even think about going to larger frame turbo. Garrett GT22 turbo off IVECO truck engine MAY also work but I have never seen it done.

Delete the turbochargers from a T6.354 without fitting higher compression pistons will turn engine into an even more smokey unresponsive dog.

Good luck

 

[burgundyben]

Is the boat a Broom?

In the Broom owners club there is a chap by the name of Dave Harrison, he bought the last of the 6.354 parts I had, I recall he's had the HT6 turbo riser re-made, might be worth getting hold of him.

 

[Skylark]

Have a look here, strip down is simple.
http://myholsetturbo.com/manuals/HX30_32_35_40.pdf

That's quite an impressive publication. I worked for Garrett for almost 20 years. Turbos are precisely matched to the engine makers desired air flow characteristics. Even across a given frame size there can be many, many variables of both compressor and turbine stages. Precisely matched air and fuel flows give the desired torque curve. Delivering max power, the rotational speed of a turbo fitted to a Volvo 16 litre truck engine is around 120,000 rpm. A smaller unit on an Audi A4 diesel will rotate at greater than 200,000 rpm. Component balance is important. The turbine and compressor wheels are generally balanced as individual components and again as a rotating assembly.

Not something for DIY in a garage, imho, especially for a boat at sea where's there's no hard shoulder to park and wait for the AA to tow you home.

 

[omega2]

That's quite an impressive publication. I worked for Garrett for almost 20 years. Turbos are precisely matched to the engine makers desired air flow characteristics. Even across a given frame size there can be many, many variables of both compressor and turbine stages. Precisely matched air and fuel flows give the desired torque curve. Delivering max power, the rotational speed of a turbo fitted to a Volvo 16 litre truck engine is around 120,000 rpm. A smaller unit on an Audi A4 diesel will rotate at greater than 200,000 rpm. Component balance is important. The turbine and compressor wheels are generally balanced as individual components and again as a rotating assembly.

Not something for DIY in a garage, imho, especially for a boat at sea where's there's no hard shoulder to park and wait for the AA to tow you home.

I bow to you both with superior knowledge, I had no idea they were such precise instruments, but then again running Sabre 180's knowledge is the last thing you need. LOL
ps I do know they eat fingers.

 

[Latestarter1]

That's quite an impressive publication. I worked for Garrett for almost 20 years. Turbos are precisely matched to the engine makers desired air flow characteristics. Even across a given frame size there can be many, many variables of both compressor and turbine stages. Precisely matched air and fuel flows give the desired torque curve. Delivering max power, the rotational speed of a turbo fitted to a Volvo 16 litre truck engine is around 120,000 rpm. A smaller unit on an Audi A4 diesel will rotate at greater than 200,000 rpm. Component balance is important. The turbine and compressor wheels are generally balanced as individual components and again as a rotating assembly.

Not something for DIY in a garage, imho, especially for a boat at sea where's there's no hard shoulder to park and wait for the AA to tow you home.

David, when I was looking at H1C to pre Euro 1 spec 6BT130 as replacement for old 3LD on a Perkins a friend at Holset sent me the map and reminded me that one does not need to be too anal when using an automotive turbocharger on a marine engine, unlike equivalent automotive engine it does not require altitude capability.

I had a lot of experience with servicing of Holset turbochargers in Africa and a decent workshop tec could pull a turbo fit an overhaul kit and and refit it in around an hour and a half. Essential part of experienced tec's 'special' tool kit was the Kung Foo stick, a sharpened wooden chop stick to tease the fragile piston ring shaft seals into the housing.

Happy days

 

[Latestarter1]

I bow to you both with superior knowledge, I had no idea they were such precise instruments, but then again running Sabre 180's knowledge is the last thing you need. LOL
ps I do know they eat fingers.

More efficient H1C would have milled it down below the knuckle!

 

[omega2]

The beauty of it was I never felt a thing. The doc said he had seen whole hands removed.