It was. It found a new owner in Colorado,
RTV 1100 Turbo
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It was. It found a new owner in Colorado,
SpudHauler
Gold Member
Dargo,
I have the instructions for the install and they put a fitting into the oil pan.
After reading about yours, the Kubota fitting into the block would be the way to go.
I'm still on the border line of ordering the kit.
Every time I see yours and read your posts I get the urge.:licking:
Guess I should stay from this forum.
I have the instructions for the install and they put a fitting into the oil pan.
After reading about yours, the Kubota fitting into the block would be the way to go.
I'm still on the border line of ordering the kit.
Every time I see yours and read your posts I get the urge.:licking:
Guess I should stay from this forum.
Dargo
Super Member
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Dargo,
I have the instructions for the install and they put a fitting into the oil pan.
After reading about yours, the Kubota fitting into the block would be the way to go.
I'm still on the border line of ordering the kit.
Every time I see yours and read your posts I get the urge.:licking:
Guess I should stay from this forum.
My kit definitely returned to the block and not the oil pan. That's why I said the engine seems to be plumbed from the factory for a turbo. I recall removing a plug in the block and installing the return line there. I've really not had any issues at all. Even on the hottest summer days slowly crawling up and around steep hills (no air from movement across the radiator), the temp gauge never moved from the middle of normal and the A/C kept up great.
I'm assuming that mine is a factory setup for the engine and by no means a "hot rod" turbo setup. It's certainly noticeable, but not like putting in a big hybrid turbo in my pickup. I'm pleased. I was just pointing out a fact about reverse being a bit of a tall gear. As I said, with my winch, it really didn't make any difference. If I did heavy mudding where I may need more power to spin my larger, more aggressive, tires in reverse I'd go with the setup where I could control engine speed separately from the 'go pedal'.
SpudHauler
Gold Member
Dargo,
How did you get the rubberized plug out of the fuel pump? The one below the fuel shut off.
How did you get the rubberized plug out of the fuel pump? The one below the fuel shut off.
Dargo
Super Member
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I'm not sure what plug you're talking about. Can you post a pic? I have mine doing heavy work this weekend. I'm putting in a sand beach to my pond and a sand volleyball area. I have a hundred tons of sand coming tomorrow so I'll probably be a bit slow replying.
Hi Guys
I am new to this forum but have been reading your threads on this topic for some time now. I thought it was time to sign up and put my two cents in.
I am from Australia and work for KTA and I have been working with the Kubota RTV range for a few years now so I may be able to share some technical knowledge with you guys that may shed some light on a few issues that you are having.
Firstly you need to be aware of the limiting factors of a HST transmission in terms of output torque. The RTV obviously is powered by a diesel engine that is normally aspirated that is non turbo charged. Whilst adding a turbo will increase engine output, the final output at the wheels is in fact limited by the capabillities of the HST. This is governed by the flow of the variable pump, variable assist motor and fixed displacement motor and the ability of these three components to reach maximum system pressure and desired output torque. So regardless of how much input power(from the engine) goes into the HST, the torque at the wheels will always be the same if the flow rates and pressure settings in the HST remain the same.
When the RTV was designed the engine output was matched with the input horsepower requirements of the HST to obtain optimum performance by reaching the desired pressure settings during maximum flow rates of the pump and motors.
So to increase output torque of the transmission what in fact is needed is to increase the flow rates of the HST pump and motors. This then may need more input power from the engine to compensate for the increased flow.
I hope this clears a few things up and I haven't confused anyone. I am happy to answer any questions regarding the RTV.
For your information, there is no turbo version of the D902 engine that is fitted in the RTV900. There is infact a turbo version available of the D1105.
Something else for you guys to consider is that if you compare two engines of the same model (same # of cylinders and displacement), one turbo and one non turbo. They will have different injection timing and different compression pressures and compression ratios. This is achieved using different piston heights and the injection timing is adjusted through shims on the injector pump.
:confused2:
Anyway, better go and do some work. Good luck with your projects and I look forward to hearing from you all.
Cheers. Maso.
I am new to this forum but have been reading your threads on this topic for some time now. I thought it was time to sign up and put my two cents in.
I am from Australia and work for KTA and I have been working with the Kubota RTV range for a few years now so I may be able to share some technical knowledge with you guys that may shed some light on a few issues that you are having.
Firstly you need to be aware of the limiting factors of a HST transmission in terms of output torque. The RTV obviously is powered by a diesel engine that is normally aspirated that is non turbo charged. Whilst adding a turbo will increase engine output, the final output at the wheels is in fact limited by the capabillities of the HST. This is governed by the flow of the variable pump, variable assist motor and fixed displacement motor and the ability of these three components to reach maximum system pressure and desired output torque. So regardless of how much input power(from the engine) goes into the HST, the torque at the wheels will always be the same if the flow rates and pressure settings in the HST remain the same.
When the RTV was designed the engine output was matched with the input horsepower requirements of the HST to obtain optimum performance by reaching the desired pressure settings during maximum flow rates of the pump and motors.
So to increase output torque of the transmission what in fact is needed is to increase the flow rates of the HST pump and motors. This then may need more input power from the engine to compensate for the increased flow.
I hope this clears a few things up and I haven't confused anyone. I am happy to answer any questions regarding the RTV.
For your information, there is no turbo version of the D902 engine that is fitted in the RTV900. There is infact a turbo version available of the D1105.
Something else for you guys to consider is that if you compare two engines of the same model (same # of cylinders and displacement), one turbo and one non turbo. They will have different injection timing and different compression pressures and compression ratios. This is achieved using different piston heights and the injection timing is adjusted through shims on the injector pump.
:confused2:
Anyway, better go and do some work. Good luck with your projects and I look forward to hearing from you all.
Cheers. Maso.
SpudHauler
Gold Member
Maso21,
I've installed the turbo, adjusted the intermediate governor screw, set the full load adjusting screw, added spacers to up the assist motor servo spring and removed the servo orifice plug. All to increase the hst to handle the new hp.
But still have issues between the neutral adjustment and the servo spring screw adjuster. Seems you set one and it effects the other.
Is it important to set the servo spring screw first for best performance and then the HST rod for neutral or do it the reverse?
And what exactly, except seat of the pants feel, should you look for when adjusting the servo spring adjuster?
I've had the servo assembly completely off my RTV1100 09 and now know it only moves less than 4mm of adjustment on the screw which turns out to be 3 turns from bottom.
After that we are still trying to get the best of both worlds, good take off and good neutral.
After 3-4mph the turbo really kicks in and it works like a charm. Even works down low, but again I looking for every little bit. :licking:
I've installed the turbo, adjusted the intermediate governor screw, set the full load adjusting screw, added spacers to up the assist motor servo spring and removed the servo orifice plug. All to increase the hst to handle the new hp.
But still have issues between the neutral adjustment and the servo spring screw adjuster. Seems you set one and it effects the other.
Is it important to set the servo spring screw first for best performance and then the HST rod for neutral or do it the reverse?
And what exactly, except seat of the pants feel, should you look for when adjusting the servo spring adjuster?
I've had the servo assembly completely off my RTV1100 09 and now know it only moves less than 4mm of adjustment on the screw which turns out to be 3 turns from bottom.
After that we are still trying to get the best of both worlds, good take off and good neutral.
After 3-4mph the turbo really kicks in and it works like a charm. Even works down low, but again I looking for every little bit. :licking:
timswi
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Thanks for that Maso and welcome to TBN.
That has always been my understanding of things. Input is somewhat consistant and output is controlled by the HST. Although more stable input power can be provided by the turbo to prevent engine lag.
Is there anything that can be done to increase high range power and speed on the HST.? My 1100 runs great, but it seens that there should be a little more power and speed in high.
Not looking at RZR speed, but a nice 30-35mph would be kinda convenient.
That has always been my understanding of things. Input is somewhat consistant and output is controlled by the HST. Although more stable input power can be provided by the turbo to prevent engine lag.
Is there anything that can be done to increase high range power and speed on the HST.? My 1100 runs great, but it seens that there should be a little more power and speed in high.
Not looking at RZR speed, but a nice 30-35mph would be kinda convenient.
SpudHauler
Gold Member
TimSwi,
I think he will tell you it is what it is. Speed is controlled by the gears in the transmission. And they don't change. That's your LMH each one being a set ratio.
I think he will tell you it is what it is. Speed is controlled by the gears in the transmission. And they don't change. That's your LMH each one being a set ratio.
Dargo
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With 26" tires and the power to push the heavy beast into the wind, my GPS says I'm getting almost 29mph out of mine now. It may sound lame, but I'm happy enough with that. I just need a shorter reverse gear. Enough adjustments have been made that, with the turbo, I can indeed always turn all 4 in low range even if pulling on concrete in 4X4 with rear diff locked. If I turn it around and try that backing, I just make smoke...from the exhaust.