Most likely variable inlet size. Vane pitch change takes way more moving parts and a tonl more space. It is fairly easy to change the inlet size based on boost.
Small for quick drivepressure increase and rapid spool...then increases to maintain optimum drive pressure and maximize boost.

 

Iunderstand that this would help with turbo spool up - but is there any advantage for EGT reduction?

 

For the sake of less complexity, I would be willing to bet that you're correct. Lots fewer moving parts to cause problems if you're not using vane pitch as the method of the VGT.

 

In theory you would think so. It seems logical to me that a company offering an aftermarket VGT turbo would have the ability to use a turbo that is larger overall than the stock turbo to create more air flow and less EGT. However, with it being VGT, spool time should still be comparable to stock. I'm sure there is some point where turbo size can be too large, but I have no clue what that would be.

Someone jump in here and tell me if my perception of that is wrong.

 

The idea of VGT is that you can have a HUGE turbo with very little lag.

It "shrinks" the housing down on takeoff, then as pressure builds it opens it up to prevent it from overspinning and causing too much boost.

 

JohnCA58,
The idea of using the variable vane turbo as an exhaust brake has not been proven in testing yet, but the concept is definitely one we have considered.

deere nut,
The blades on the turbine wheel are fixed, just like in a standard turbocharger. The turbine housing has vanes that rotate to change the nozzle configuration. When you watch the show, you will see some photographs that will demonstrate the movement of the vanes. This turbo is very much like those on the Duramax LLY and the 6.0L PSD.

OT-OF-Here,
The ideas of titanium shafts and ceramic ball bearings would dramatically increase the cost of a turbo like this. It is questionable whether such exotic items are worth the added expense.

gdh11,
The system that you will see installed on the show will at least be available for all common rail engines (including the 555). We are hoping to make it available for 98-02 24-valves as well.

deere nut,
There is a huge advantage in EGT. As more airflow is needed (higher boost), the vanes of the turbo can be opened up to relieve turbine inlet pressure which helps reduce EGT. The net effect is that the turbo can function like a very small turbo for quick spool-up, but like a very large turbo for high flow and boost.

Peter Treydte
Banks Power

 

Peter,

This turbo sounds really good. We're all looking forward to it's introduction. RE: my suggestion on the ball-bearings and titanium shaft,...when and if you begin to get failures reported, then you may want to look at what areas are responsible. I'm suggesting you offer those upgrades as an OPTION so those who choose to do things once may be rewarded for their decision making. Cost VS downtime and inconvenience. Afterall, it's the very reason all of us chose the Cummins.

Pat

 

I like Pats suggestions. It would be nice to have the option even if it doubles the price.

I would suspect that you would have to modify the calibration on 610 motors because of the electric wastegate.

555 motors are vac. wastegate, so you would have to do anything to the cal.

I might be wrong here but its just a thought.

 

does a van turbo even have a wastegate?

 

gdh11,
This turbo upgrade would work well with any fuel enhancement. It is an ideal way to improve airflow without increasing turbine inlet pressure and without sacrificing turbocharger response.

OT-OF-Here,
After the turbo becomes available, those types of options might be worth considering.

bigblock2stroke,
The truck on the show is a 610. We deal with the electronic wastegate issue by simply fooling the signal from the ECU that drives the wastegate solenoid into thinking that it is still there.

yzfr6,
You are correct, the nature of a variable geometry turbo eliminates the need for a wastegate.

By the way, I had a chance to preview the show today, and it is really good. I think you guys are going to like it.

Peter Treydte
Banks Power

 

I just read on TDR that the Six Gun controls the turbo...now we know the catch.

 

cquestad,
Not exactly right. The turbo is controlled by its own special electronic unit. We tap into the Six-Gun to get some of the signals that we need such as throttle position and boost, since they are already there. Although we have not developed a wire harness yet that is independent of the Six-Gun, there is no reason that it could not be done. If you watch Xtreme 4x4 this weekend you will see the control unit. By the way, I had a chance to preview the show today, and I can tell you that there is a lot of cool stuff to see, including a fair amount of photos and video footage of the KORE truck.

Peter Treydte
Banks Power

 

One important question there has been many problems with the turbos on the duramax and powerstroke when adding more fuel for power things melting together vanes getting stuck most of the customers I have looking to upgrade their turbo are doing so to keep Egts down because of their many mods can this turbo take heat and not end up like all the garret turbo's that failed in the other trucks??? This would have to be a turbo that could take some punishment.