Tenn your on a role tonight. Wife keeps looking at me like i'm crazy, sitting here laughing at the computer

 

Don't the '99's already have the WW design? Or is it the early '99s?

 

AFAIK, the early 99.

 

Thanks Alan, unfortunately my wife went to bed a few minutes ago as she is fed up with the time I spend here. Of course she has to get up early and she is not a fan of FTE. Seems she does not always appreciate what is going on here although she is down with my other post about her still having to raise me. Imagine her surprise when I'm gone when she gets up. Gonna be cold in the tree stand.

 

You'll like the tubo whistle with the WW, gets addicting

 

Bump


Just waiting to hear Kris' imput.

 

Re-Bump. Still waiting on that post Kris.

 

My teacher compared it to an alternator. With an alternator, there are usually three phases, that smooth out the electrical pulses, to make the current output smooth. With one phase you wouldn't get as much current ,and it would be very uneven.

With a stock compressor wheel, there are 9 fins, and they make for a very smooth pulsation of air coming off of the compressor wheel. This smooth pulsation puts the surge line at a certain point. The stock turbo with a modified truck seems to hit this easy.


However the WW has a different pitch and blade count. The air pulses off of the compressor wheel are at a different time and frequency, so the pulses of air coming off of the wheel outlet will change, and therefore change the surge point of the turbo. However if you have enough mods done, you can still hit this surge point. The only fix for this is a mechanical fix, which is the inducer bleed ring in the ATS housing. Alot of the OTR trucks, and even larger turbos have the bleed ring right in them. This bleed ring is an "escape route" for the air to escape back past the compressor wheel. The ring dumps the excess air that hits the inducer and tries to slow the compressor wheel, but instead it bleeds back to the intake. It's a simple design that fixes it for good.

I spent a good 15 mintues talking with my teacher about how i thought the 9 blade design would be better at lower speeds because there is more blades to push air, and would be less effective at higher speeds, because there would be less "time" for the area to fill with air coming in. With a stock wheel, the blades are 40* apart, and they are all equal height. However the WW is of a 10 blade design, 5 short and 5 tall. The large blades 72* apart from each other. In my logic it made sense to me that a wheel with blades farther apart would do better at high speed, because there is more room for air to be split aside and pulled into that 1/5 of the compressor opposed to only 40* of area. Then the small blade on the WW cuts out some of that air, and pulses out air at a certain time, and then the larger pulse follows.

He told me that the blade count and the number of fins had little to do with airflow. He simply stated that a wheel with more fins will flow more air, and that's it. That is why the WW will flow less than stock, because the WW's design is to move the surge point to a higher stall. It is not meant to flow more air, or to look cooler by changing the number of fins and their design. The only purpose for this was to cure the surge by sending air pulses out of the wheel at a different time. That is how the WW cures surge. I made sure i copied that.