Anyone using Variable Geometry Turbos?
11-28-2007, 11:49 PM
#12
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Not worth the money IMO, most of the fast diesel guys are not running a variable geometry either. The stock lb7 dmax head unit has proven to be more reliable then the variables and for the minor benefit in a stock vehicle application I doubt it would be worth the time or effort for a high-efficiency aftermarket gasoline application.
11-28-2007, 11:54 PM
#13
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the new dmax's use an electronically actuated vanes... the only problem would be setting up a control unit that would have the proper calibrations to know exactly at what point, at what load, and what prerequisit's would need to change the vane position
11-29-2007, 02:20 AM
#14
Wouldn't those calibrations be the same on a gas engine as they are on the diesels? I mean as of now those parameters are dependent on load and RPM I would assume right? So couldn't you use the same parameters adjusted for the difference in gasoline engines?
11-29-2007, 10:41 AM
#15
There was a guy over on tech that used one on his fbody off of some kind of a truck diesel, I tried to find the thread on it a while back but couldn't 
. It was physically a huge sob, but he ridged it with a waste gate type actuator, that kept it closed up in vac and 0 boost, but as boost come on, it would open up and be more free flowing. Worked pretty well as I recall. Wish I could find the thread 
. It was physically a huge sob, but he ridged it with a waste gate type actuator, that kept it closed up in vac and 0 boost, but as boost come on, it would open up and be more free flowing. Worked pretty well as I recall. Wish I could find the thread
11-29-2007, 11:06 AM
#16
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No They Wouldnt... Because A Diesel Will Be Wanting To Push Insane Amounts Of Boost At A Much Different Rpm Than A Gas Engine... You Have To Remember Diesels Dont Spin Nearly The Rpms Our Gas Motors Do
11-29-2007, 11:39 AM
#17
Yup yup, Diesels usually don't see 4K rpm's I was thinking recalibrate it and stuff, anywho, I was just curious. I'm gonna look at how porsche is controlling theirs on their 911 turbo. It's pretty cool that someone's crossing over this technology. I wonder why Ford chose to use two turbo's rather than a VGT??
11-29-2007, 06:35 PM
#18
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History lesson:
Shelby CSX: http://en.wikipedia.org/wiki/Shelby_CSX
As far as I know, the first passcar to use a VNT turbo. The units were a Garrett piece (VNT-25 - a T25 compressor wheel), and the internals look fairly similar to the pieces used on the Ford and GM diesels now - 15 years later.
I'm using a slight hybrid - it's a T28 wheel mated to the VNT center section and hot side - common upgrade for the Dodge guys.
It's on my Hayabusa - controlling the vanes using the stock vacuum / boost two-way actuator, with a Tial 44 over top of it to keep boost down at 8 PSI. It's pretty simple, really, and runs good - 285HP at the rear wheel, full boost by 3800 RPM in a 6th gear roll (1.3l engine / 11k redline for those that aren't familiar with the engine).
I got the idea from Andy Johnston - I worked with him for a couple years, and he put the following bug in my ear from his days at Garrett:
http://www.thedodgegarage.com/turbo_vnt.html
Shelby CSX: http://en.wikipedia.org/wiki/Shelby_CSX
As far as I know, the first passcar to use a VNT turbo. The units were a Garrett piece (VNT-25 - a T25 compressor wheel), and the internals look fairly similar to the pieces used on the Ford and GM diesels now - 15 years later.
I'm using a slight hybrid - it's a T28 wheel mated to the VNT center section and hot side - common upgrade for the Dodge guys.
It's on my Hayabusa - controlling the vanes using the stock vacuum / boost two-way actuator, with a Tial 44 over top of it to keep boost down at 8 PSI. It's pretty simple, really, and runs good - 285HP at the rear wheel, full boost by 3800 RPM in a 6th gear roll (1.3l engine / 11k redline for those that aren't familiar with the engine).
I got the idea from Andy Johnston - I worked with him for a couple years, and he put the following bug in my ear from his days at Garrett:
http://www.thedodgegarage.com/turbo_vnt.html
11-29-2007, 06:37 PM
#19
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Spoolin - one of the turbos on the new Ford 6.4l is a VNT. They're Borg Warner parts.
Mostly for emissions - ability to drive large amounts of EGR inter-stage.
They also soured their business with Garrett - actuator sticking / warranty issues, and 'pricing disagreements'.
Mostly for emissions - ability to drive large amounts of EGR inter-stage.
They also soured their business with Garrett - actuator sticking / warranty issues, and 'pricing disagreements'.
11-29-2007, 10:50 PM
#20
Spoolin - one of the turbos on the new Ford 6.4l is a VNT. They're Borg Warner parts.
Mostly for emissions - ability to drive large amounts of EGR inter-stage.
They also soured their business with Garrett - actuator sticking / warranty issues, and 'pricing disagreements'.
Mostly for emissions - ability to drive large amounts of EGR inter-stage.
They also soured their business with Garrett - actuator sticking / warranty issues, and 'pricing disagreements'.
Thanks for clearing things up...and your bike is SICK which makes you a LUNATIC!!
