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Author Topic: Variable Geometry Turbos  (Read 5740 times)
Kaoz78z78
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« on: November 21, 2006, 11:31:45 pm »

Has anyone but me even heard of these things?Anyone know of any company making a stand alone controller for these? I watched some show this weekend with Gale Banks. He was bolting a Hybrid Banks/Garret Turbo on a Dodge Cummins. The damn thing had vanes that could be moved inside to reduce lag. Neat stuff.
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8950lx
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« Reply #1 on: November 23, 2006, 12:54:26 am »

yep... same thing the new Porsche 911 Turbos have. I think it's pretty cool. I didn't know there was anyone making those for buying OTS... they're kind of new technology. Soon it'd be like the ball bearing turbos, everyone's gotta have one.
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Kaoz78z78
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« Reply #2 on: November 24, 2006, 02:16:49 am »

Well the trick will be getting a somewhat generic controller that can be used alone. Even the Banks unit required the use of their 6 Gun Bundle.

They said the Powerstroke and Duramax already came factory with a VG Turbo.
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95GTspeeddemon
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« Reply #3 on: January 06, 2008, 06:21:39 pm »

the 6.0 and 6.4L diesels have the variable vains...pretty cool.
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« Reply #4 on: January 06, 2008, 07:10:21 pm »

I think I read Gayle Banks doing some r and d on these for both diesel and gas engines.
I've noticed diesel power is making huge leaps towards passenger cars here in the states.  Should keep an eye out...  maybe soon you guys will be drag racing against them!
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« Reply #5 on: January 07, 2008, 02:54:22 pm »

I'm pretty ignorant when it comes to turbos, but I thought the variable vanes were controlled mechanically?

I didn't think they were being controlled electronically???


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mj88stang
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« Reply #6 on: January 07, 2008, 09:32:49 pm »

I'm pretty ignorant when it comes to turbos, but I thought the variable vanes were controlled mechanically?

I didn't think they were being controlled electronically???


jason
done know about the ford and gm diesel stuff, but i know the dodge/cummins variable turbo is all computer controlled. the turbo is even used as an exhaust brake on the newer dodge's
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« Reply #7 on: January 07, 2008, 10:57:41 pm »

The Ford Variable Geometry Turbocharger (VGT) uses a PCM controlled electronic variable vane hydraulic control valve to control intake manifold pressure. The VGT control solenoid, coupled with an oil pressure actuated linear actuator, control the turbocharger vane positions. Changes in vane position increase or decrease exhaust flow and velocity to the turbine dependant upon engine demand.

The turbo has a set of moveable vanes in the turbine housing that change the flow of the exhaust  through the turbo. These vanes are internal to the turbine housing and are mounted around the outside circumference of the housing. Changing vane position either restricts or increases the amount of exhaust gases allowed into the turbine housing. Each individual vane has a tab on it that attaches to a ring linking all the vanes together. When the ring is moved, all of the vanes move a corresponding amount. A linear actuator attaches to the ring. Actuator position is changed by varying the amount of pressurized engine oil applied to either side of the actuator. The flow and placement of the oil is controlled by the VGT solenoid which is in turn controlled by the PCM.

The VGT solenoid is a pulse width modulated (PWM) solenoid. Increasing the current duty cycle to the VGT solenoid increases boost. The solenoid routes oil to one side of the linear actuator forcing the actuator to move, which in turn moves the ring linking the vanes. The vanes move to an open position allowing more exhaust gases into the turbine housing. More exhaust flow increases turbine speed with a resultant increase in boost. The converse is also true. When the current duty cycle is decreased, boost levels also decrease.

The PCM monitors a variety of sensors to determine how to duty cycle the VGT solenoid. In closed loop, the PCM uses exhaust backpressure, manifold and barometric pressures, accelerator pedal position, and engine RPM and calculated load for turbo control. Changes in parameters for each of these sensors will result in a variation in VGT duty cycle. Higher load demands more duty cycle. This is how the PCM controls the turbo boost to match engine load and requirements.

I think it would be possible to manually control the turbo, and devised a couple of different scenarios to do it. Here's the problem though. These turbos do lag, sometimes significantly. Given that lag is a characteristic of these (and all) turbos, I don't know that it would be worth the effort to retrofit one to a different application. Hope the explanation makes sense.
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« Reply #8 on: January 09, 2008, 07:37:40 pm »

ATS has a divided housing and a valve that regulates exhaust flow into the impeller sides (big housing acts small down low and big up top).

This is a diesel product but would be neat on a gas engine also.

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« Reply #9 on: January 09, 2008, 07:45:12 pm »

the dodge variable turbo has very little lag, especially due to the variable design
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