Variable Geometry turbos
03-07-2005, 02:09 PM
#2
DESTROYS DONUTS !!
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Re: Variable Geometry turbos
i wish i knew.....only thing i could guess is because diesels run 40-50 psi all day long and they need to be able to hold there balancing specs for way longer than a normal turbo and still be efficient, that is a complete stab in the dark.......
03-07-2005, 03:21 PM
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Re: Variable Geometry turbos
see the VNT used on the shelby's.
durability on a small compressor wheel was the main reason. the 6.0 powerstroke is the one main one that uses a variable turbo, and it is fuckin awesome at 45psi
(i love the fact that the last F550 i built took 2 grand, and it went up 138hp and 243ftlbs tq
) it will do a nice quad burnout too 
durability on a small compressor wheel was the main reason. the 6.0 powerstroke is the one main one that uses a variable turbo, and it is fuckin awesome at 45psi
(i love the fact that the last F550 i built took 2 grand, and it went up 138hp and 243ftlbs tq
) it will do a nice quad burnout too
03-07-2005, 06:18 PM
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Re: Variable Geometry turbos
I'm not sure about the old Dodges, but the modern Ford and Chevy diesel trucks both have ECU's to control the veins in the turbo, so I'm not sure how you'd go about controlling the veins in say.. a 240 or something.
03-08-2005, 12:05 PM
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Re: Variable Geometry turbos
Do you think it is possible to hook up a Vg turbo to a gasoline engine and connect it so you can manually control the vein position? If this is possible then i am certain it could be connected to a computer that also reads in engine speed, egt, and throttle postion, allowing you to tune the turbo.
03-08-2005, 12:35 PM
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Re: Variable Geometry turbos
It's been done on gasoline engines before like f735 said. Chrysler broke through with it in '89 on a shelby car, and there was also a VNT daytona and shadow that came equipped with it.
do a search on google for "chrysler VNT turbo" and read up
do a search on google for "chrysler VNT turbo" and read up
03-08-2005, 12:36 PM
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Re: Variable Geometry turbos
anything can be done if you know what you are doing.
but have you ever priced a VNT turbo for a powerstroke? they aint cheap at all.
one of the reasons i am careful when doing a Banks install on any powerstroke.....
but have you ever priced a VNT turbo for a powerstroke? they aint cheap at all.
one of the reasons i am careful when doing a Banks install on any powerstroke.....
03-08-2005, 05:55 PM
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Re: Variable Geometry turbos
i can try to post a screenshot of how it works from ALLDATA (the software is written to not allow copy/paste functions) tomorrow, if wanted.
but the complexity is the main reason most people dont use them. cost is the other.
KISS.
but the complexity is the main reason most people dont use them. cost is the other.
KISS.
03-13-2005, 07:19 PM
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Re: Variable Geometry turbos
I've heard that Merc Benz is using some VATN-type setup on a few of their cars, but that may be pure rumor. I'll hopefully be getting a chance to play with a VATN setup this fall on a gas engine, though it isn't on a car.
Long story short, they are expensive as hell, both from materials/manufacturing and the associated electronics to control them. You could do a manual vane control most likely, but it would probably suck because it wouldn't take load vs. RPM into account and do the predictive turbine speed overshoot/undershoot at all.. It would work about as well as manually controlling an entire modern EFI engine's worth of sensors, injectors, etc. Just from what I've read, there are a lot of control logistics that are taken into account and handled by the controller; this isn't as simple as changing an aperature size depending on engine speed..
Long story short, they are expensive as hell, both from materials/manufacturing and the associated electronics to control them. You could do a manual vane control most likely, but it would probably suck because it wouldn't take load vs. RPM into account and do the predictive turbine speed overshoot/undershoot at all.. It would work about as well as manually controlling an entire modern EFI engine's worth of sensors, injectors, etc. Just from what I've read, there are a lot of control logistics that are taken into account and handled by the controller; this isn't as simple as changing an aperature size depending on engine speed..