Lets see.. I go by return delay. On the dyno run I did at CCV I was into the 3 second delay. That is it didn't come off the 1500°F degree pin for 3 seconds on total throttle off after the run.. 48psi boost.

Is that hot?

 

I WOULD LIKE TO LOOK AT THAT SEE HOW THEY WORK , I DON'T NO MUCH ABOUT THEM , I UNDERSTAND HOW THEY WORK , BUT WOULF BE COOL TO SEE FIRST HAND

 

That is a new way of measuring exhaust temps! I like it! Give me a shout if you are ever in the FSJ area....

 

I recently picked up a 351vgt to play with and see if I can make it work, just haven't had time to yet. Been busy trying to get a bunch of stuff done before winter hits. There are a few guys that made is work using a wastegate actuator off there stock turbo to run the vgt part, but no exhaust brake then.

I am probably going to make mine mechanically controlled, and have a crackpipe idea on how to make the exhaust brake function too. If it all works out should be pretty cool.

I also spoke to a friend from syntech that does our automation stuff on our compressor stations, and he said there are controllers out there that could run the vgt electronically, if a person could get a servo or something to replace the stepper motor with. Once I get it on the truck and see how it works, if it looks like it will be worth having on, I will see what he can fab up for it.

Now all I need is the time to make it work...........hopefully.

 

well keep us posted on the vgt stuff , i am going to see if i can get one cheap to play with

 

Rob here is some info on the turbo
http://www.turbodaddy.net/holset/he351ve.html

Its a decent sized turbo, just the turbine is abit small, but should work good a top turbo in twins.

 

well there is no info there that i didn't no already lol , but i am goingto look around see what i can find ,

 

If you go on Comp D, Forrest Nearing is testing out a Fleece stand alon VGT controller for a VGT Holset. Uses MAP, RPM and TPS signals to control it, and you can tweek the maps to how you want it. A newer version is also going to take in drive pressure as well. I think it was about $2500 for turbo and controller. A high price, but considering the price on a 66mm turbo, and this being VGT, not too bad.

 

the controler wouldbe cool , but i don'tlike eletricial stuff , seem to brake to much , so i would rather make it mech
but thats just me

 

I agree, I'm not a fan of electronics. But its hard to beat PLC versus vacuum lines and valves like the old computers.

 

oh ya i hear ya , but if you have a problem with it 200 miles from anything and the PLC stops working , with the vac line just change it , i have used PLC's and have had problems with them .

 

Yeah, it would be cool to be able to just plug and play, but that is a bit more than I really want to spend. The whole reason I decided to get one and try to make it work was cost. The turbo's are dirt cheap, and the rest of the stuff I need to make it work can be found fairly inexpensive.

 

The only issue will be if the vanes get stuck fully closed. Any other vane position, you'll get home. I'm sure if that occurred, you'll figure a way to unstuck the vanes from the fully closed position (e-brake).

I think that you can work around the electronics and for 200-350 bucks, its a decent upgrade. There only one way to find out how it works. As for my twin plug of the day, I bet that it will be a wicked fast spool-up secondary turbowith e-brake capablity.

 

Doesn't the 6.7L Holset VGT vary the compressor housing size by moving a sleeve in the compressor and not the vanes like the Duramax & Ford 6.L VVT turbos?

Variable geometry turbo versus variable vane turbo....


I thought the 6.7L exhaust brake was a butterfly valve in the turbo exhaust outlet?
That's what the factory installed Jacob's exhaust brake was in the 5.9L's, but maybe not for the 6.7L's.

The Duramax turbo closes the vanes when deccelerating in tow/haul mode but it really doesn't do much "braking" at all.

...Joe

 

The 6.7 VGT is a Variable Geometry turbo with a sleeve that adjust the nozzle area of the housing to the turbine. The industrial versions can also be air operated instead of electric servo so if you really wanted to do stacked relays and air control, have at it..

The Ex brake is the VGT at Zero stop point, all integral to the process.

The electronics could be basic to control it, but there are other sensors like pressure sensors in the exhaust manifold for drive pressure and exhaust braking pressure to control the VGT with the ECM.. Its actually pretty finite control of the turbo for speed, boost, drive pressure and temperatures(Bluetec).

If I could get that kind of control for the VGT on my 12V I would take it in a minute. Having a fully adjustable exhaust side and the benefits of low end spool, man that would be cool.