VGT info/specs
04-19-2009, 05:57 PM
#1
Registered User
Thread Starter
Join Date: Aug 2007
Location: midwest
Posts: 525
Likes: 0
Received 0 Likes
on
0 Posts
VGT info/specs
hello i'm am on a search to confirm information i learned a couple years ago but never had to use till now. My brother(a computer engineering student at U of Michigan) wants to know what motor was on the VGT turbo that controls the variable vanes. Is it PWM or DAC. also what are the specs on the wheels. Also want to confirm that there is a vane position sensor. And can the exhaust housing be clock different that the center section. thank you that is all.
PS he would be willing to make a controller for none VGT trucks. especially if someone could let him barrow a VGT in the Ann Arbor area.
Brad
PS he would be willing to make a controller for none VGT trucks. especially if someone could let him barrow a VGT in the Ann Arbor area.
Brad
04-20-2009, 07:06 AM
#4
Registered User
Thread Starter
Join Date: Aug 2007
Location: midwest
Posts: 525
Likes: 0
Received 0 Likes
on
0 Posts
04-20-2009, 12:04 PM
#5
Registered User
Join Date: Mar 2004
Location: Wichita, Kansas
Posts: 1,385
Likes: 0
Received 0 Likes
on
0 Posts
I'm not arguing. I'm informing you that there are not any variable vanes to be controlled like on the Duramax and Powerstroke. There is a sliding nozzle that I believe is actuated like an internal wastegate.
04-20-2009, 05:13 PM
#6
Registered User
Thread Starter
Join Date: Aug 2007
Location: midwest
Posts: 525
Likes: 0
Received 0 Likes
on
0 Posts
i'm aware of how it functions and types. i work on Class 8 trucks for a living. I'm looking as to how these function motor wise because all the ones i encounter use air pressure.
04-20-2009, 10:41 PM
#7
Top's Younger Twin
I think my actuator took a dump on me over the winter. Sometimes it engages like I have activated the exhaust brake function all by itself at idle. I will get P0106 and a dpf code...which I have determined [at least I think I have] that these codes are thrown because the turbo and/or actuator are choking the engine. Once I start to put some throttle to it, it 'opens' but as soon as I get back to idle or a stop light etc it will 'tighten up' even tighter then when the e-brake is activated. The replacement turbo and actuator arrived here today. I am hoping this will solve my problem but I want to know how it works and if the one I am taking off can be repaired/salvaged or altered to work again. I need to learn more how these turbo's work.
Scotty
Scotty
Trending Topics
04-21-2009, 12:24 AM
#8
The "actuator" you speak of is a module/controller of it's own. It's not just a motor directed by the ECM. Last I knew they were calibrated to the turbo from the factory. There is a method in the scan tool to "sync" the module, but the last word I had on that procedure was that it didn't work and if there was an issue with the controller, or the turbo that required you to remove the controller, it was "turbo time".
04-21-2009, 10:47 AM
#9
Banned
Join Date: Jul 2006
Location: CT
Posts: 452
Likes: 0
Received 0 Likes
on
0 Posts
but I think hes asking just HOW is the geometry changed!!! Thats all he wants to know...
ie, is it a solenoid that opens to let X amount of oil pressure in which moves a small piston, is it an electric stepper motor, etc...
If I had to guess, I would say a PWM control signal, only because thats how other variable geometry turbos are controlled...but like I said just an educated guess.
ben
ie, is it a solenoid that opens to let X amount of oil pressure in which moves a small piston, is it an electric stepper motor, etc...
If I had to guess, I would say a PWM control signal, only because thats how other variable geometry turbos are controlled...but like I said just an educated guess.
ben
04-21-2009, 06:58 PM
#10
Registered User
Thread Starter
Join Date: Aug 2007
Location: midwest
Posts: 525
Likes: 0
Received 0 Likes
on
0 Posts
but I think hes asking just HOW is the geometry changed!!! Thats all he wants to know...
ie, is it a solenoid that opens to let X amount of oil pressure in which moves a small piston, is it an electric stepper motor, etc...
If I had to guess, I would say a PWM control signal, only because thats how other variable geometry turbos are controlled...but like I said just an educated guess.
ben
ie, is it a solenoid that opens to let X amount of oil pressure in which moves a small piston, is it an electric stepper motor, etc...
If I had to guess, I would say a PWM control signal, only because thats how other variable geometry turbos are controlled...but like I said just an educated guess.
ben
04-22-2009, 02:28 PM
#12
Registered User
Join Date: Mar 2009
Posts: 39
Likes: 0
Received 0 Likes
on
0 Posts
I don't know if it has been posted on here yet put I'll post concise answers to most of your questions.
1. It is a variable geometry turbo with a slide controlling the turbine inlet area.
2. The turbine housing can be reclocked a million times without worry of any ill effects to the controller
3. There are no magnets or other position sensors in the turbine housing (it can get like 1800 degrees all that would melt if there were).
4. The controller uses magnets on the gear reduction system internal to the controller to assess the position of the VGT drive gear.
5. These magnets fly by hall effect sensors on the board to again tell it what position it is in.
6. The controller operates on CAN messages it gets from the ECM there is no PWM or other voltage modulation.
7. The motor in the controller is a 3 post stepper motor that uses positive and negative voltages applied at any of the three posts to increment its movement along.
if I missed anything post back and I'll see if I can't fill in the blanks.
1. It is a variable geometry turbo with a slide controlling the turbine inlet area.
2. The turbine housing can be reclocked a million times without worry of any ill effects to the controller
3. There are no magnets or other position sensors in the turbine housing (it can get like 1800 degrees all that would melt if there were).
4. The controller uses magnets on the gear reduction system internal to the controller to assess the position of the VGT drive gear.
5. These magnets fly by hall effect sensors on the board to again tell it what position it is in.
6. The controller operates on CAN messages it gets from the ECM there is no PWM or other voltage modulation.
7. The motor in the controller is a 3 post stepper motor that uses positive and negative voltages applied at any of the three posts to increment its movement along.
if I missed anything post back and I'll see if I can't fill in the blanks.
04-22-2009, 05:53 PM
#13
Registered User
Thread Starter
Join Date: Aug 2007
Location: midwest
Posts: 525
Likes: 0
Received 0 Likes
on
0 Posts
I don't know if it has been posted on here yet put I'll post concise answers to most of your questions.
1. It is a variable geometry turbo with a slide controlling the turbine inlet area.
2. The turbine housing can be reclocked a million times without worry of any ill effects to the controller
3. There are no magnets or other position sensors in the turbine housing (it can get like 1800 degrees all that would melt if there were).
4. The controller uses magnets on the gear reduction system internal to the controller to assess the position of the VGT drive gear.
5. These magnets fly by hall effect sensors on the board to again tell it what position it is in.
6. The controller operates on CAN messages it gets from the ECM there is no PWM or other voltage modulation.
7. The motor in the controller is a 3 post stepper motor that uses positive and negative voltages applied at any of the three posts to increment its movement along.
if I missed anything post back and I'll see if I can't fill in the blanks.
1. It is a variable geometry turbo with a slide controlling the turbine inlet area.
2. The turbine housing can be reclocked a million times without worry of any ill effects to the controller
3. There are no magnets or other position sensors in the turbine housing (it can get like 1800 degrees all that would melt if there were).
4. The controller uses magnets on the gear reduction system internal to the controller to assess the position of the VGT drive gear.
5. These magnets fly by hall effect sensors on the board to again tell it what position it is in.
6. The controller operates on CAN messages it gets from the ECM there is no PWM or other voltage modulation.
7. The motor in the controller is a 3 post stepper motor that uses positive and negative voltages applied at any of the three posts to increment its movement along.
if I missed anything post back and I'll see if I can't fill in the blanks.
Thread
Thread Starter
Forum
Replies
Last Post
06RAMCTD
3rd Gen Engine and Drivetrain -> 2003-2007
0
12-19-2006 04:15 PM