Can anyone tell me what exactly the plugs on the He 351VE are for? I assume one plugs into the EGR system to communicate data.

 

Electronic control of the turbo vanes and controls the exhaust brake.


Not sure what plug does exactly what. There is a thread over in the 5.9 section that is pretty detailed about a vgt swap to a 5.9. Might find something there.

 

If its the same thread I'm thinking of they did everything mechanically because the electronics where fried on the turbo JFlory was working with and everyone since that I could find has been doing everything mechanically.
I'm used to not finding exactly what I'm looking for, I think ACE Hardware employees dread talking to me because I rarely walk in and ask for something that is going to be used for what its made for.

 

Sorry


Poke around with these, might help you out.


http://www.dodge.com/bodybuilder/200...icturbo67l.pdf

http://www.dodge.com/bodybuilder/200...bospeed67l.pdf

http://www.dodge.com/bodybuilder/200...tionsystem.pdf

http://www.dodge.com/bodybuilder/200...tionsystem.pdf

http://www.dodge.com/bodybuilder/200...tionsystem.pdf

Looks like most of the wiring is can-bus. Would be tough to make everything play well together.

 

Hmmm, good place to start, thanks!

 

The main 3 or 4 wire plug is the position actuator for the slide nozzle. The other sensor on top of the turbo is the speed sensor. The exhaust brake is the nozzle ring set to a "zero"% position and varies depending on engine speed and exhaust manifold back pressure.

 

Any idea how the back pressure plays a part in the adjustment of the nozzle? Is it being measured somewhere and that information is being fed into the computer or does it cause resistance to the electric motor actuating it?

 

I don't have any detailed information on the ECM programming, but there is a pressure sensor mounted just behind the thermostat in the head with tubing going to about cylinder #2 exhaust port. You can see the tubing from just looking at the exhaust manifold. From what I have been able to ascertain, there is a maximum pressure set-point that only allows a set amount of exhaust braking, and I don't remember how much that is. From that the nozzle position for exhaust braking at 2500 rpm will not be the same as the brake at 1500 rpm (engine displacement x rpm will dictate flow). A fully variable exhaust brake is more effective at low RPM as it can adjust for max restriction at low RPM but not be overly restrictive at high RPM.

Fixed brakes like the conventional butterfly versions either have to have a bleed orifice or pop valve to try and do the same job. You hear complaints about the brake not holding like the aftermarket ones, but its due to programming and being variable.

From that its ECM programming for that pressure sensor as it also uses that for a secondary check for DPF back pressure. Early programmers and boxes that would dump fuel to the engine for max power could trip the back pressure set-point just due to the power/boost increase for DPF FULL messages even without DPF systems installed.