Variable Geometry Turbo Question!!!

[Marc91GSX]

Ok heres the deal. I have access to a turbo off of a 2004 F250 with the 6.0l diesel engine. For those of you that do not know, the 6.0l is the one with the VGT on it from the factory. I am sure that most of you are familiar with the way a VGT works so I have a question about how to make a valve to control the variable geometry aspect of the turbo.

The PCM controls a valve in the turbo that is pressurized by oil. I need a way of controlling that valve. It needs to work similar to a center differential in a car. The valve is really just a cylinder with a piston in it. There are two entrances into to the valve. One entrance is drilled into the side of the cylinder and the other is throught the center of the piston's rod. This allows for both sides of the piston to receive oil. Picture the piston as the power going to the wheels in your all wheel drive car. It can have all of its power sent either to the front, back, or split between each. I need to come up with a valving system that I can control in a similar fashion so that I can have the abillity to move the piston back and forth in the cylinder. Without a way to control that piston, the turbo is not really different from any other turbo on the market. Does anybody have any ideas on how to set this up?

 

[MNGSX]

Use AEM EMS to controll it.

Look at the AEM forums at how they run a GM boost solenoid from a syty... Its similar enough electronically to get you started...

 

[Marc91GSX]

Use AEM EMS to controll it.

Look at the AEM forums at how they run a GM boost solenoid from a syty... Its similar enough electronically to get you started...

Thank you. That takes care of the control issue, now I have to figure out how to build that valve. Once I do get all of this done I will post a step by step for anybody who wants to try the same thing. Right now I am sort of low on funds so give me a couple of months to get it done though.

Keep posting ideas though and I will try to implement as many as arefeasible.

 

[splattj]

Read this:
http://www-control.eng.cam.ac.uk/Engines/files/merten_diss.pdf
and this:
http://www.vehicular.isy.liu.se/Publications/MSc/05_EX_3714_TJ.pdf
or this:
http://ghost.engin.umich.edu/vgt6c.pdf

It goes into the math used to control a VGT. Even if you have an EMS that can control the seloniod, I don't know if you could effectively progam the VG to be truly useful.

Of course, the puropose of VGT on diesel seems to be for emissions purposes. What are you hoping to accomplish?

 

[Quasimondo]

On performance applications, a VGT would be useful for quick spoolup at low rpm's and big power at high rpm's. When it's properly done, you will have a broader torque curve and more usable power through the entire rev range.

FWIW, Porsche has gone to a single variable geometry turbo instead of twin turbos with their new 911 Turbo and from the various articles I've read, it's just as bad a beast with that one turbo as it was with two.

 

[Marc91GSX]

On performance applications, a VGT would be useful for quick spoolup at low rpm's and big power at high rpm's. When it's properly done, you will have a broader torque curve and more usable power through the entire rev range.

FWIW, Porsche has gone to a single variable geometry turbo instead of twin turbos with their new 911 Turbo and from the various articles I've read, it's just as bad a beast with that one turbo as it was with two.

Exactly! My goals are to see if it is possible to make this system work on our cars. If I can then theoreticaly I will have the abillity to run a 60lb/min turbo with close to stock spool times. The function of the directional fins gives you the abillity to direct the air torwards the turbine wheel, instead of flowing around the housing before it reaches the turbine will, which will in efffect cause it start spinning faster earlier.

In the attached photos you can see the fins extended and retracted. Also the piston and cylinder that need to be controlled is visible in the upper left portion of the picture (it has the bolt threaded into it to control it manually for display purposes.)

 

[thegchild04]

Are you still doing this project? If so, you should contact Gale Banks Engineering. They released a programmer to run a variable geometry turbo on the Cummings diesel that never came with it from the factory (Dodge). I am sure they probably won't be too helpful but it was a thought. If someone could work out a simple way to run after market variable geometry turbos on four cylinder engines it could mean tremendous changes for "big street turbos".

Keep it up, I am very interested to see if the ends justify the means.

But you should see a Cummings come out of the hole with this technology strapped on it.

 

[silicosys4]

wouldn't the higher egt's in a gasoline engine fry the internals of the turbo? the reason vvt has been around alot longer in the diesel turbo world is because of the lower exhaust temps, or so i thought...the first maker to offer vvt oem is porsche, and they are expensive as hell, and from what i was reading, require new and high tech alloys to work with a gasoline engine

 

[ktgurl87]

Holy old thread.

 

[JusMX141]

wouldn't the higher egt's in a gasoline engine fry the internals of the turbo? the reason vvt has been around alot longer in the diesel turbo world is because of the lower exhaust temps, or so i thought...the first maker to offer vvt oem is porsche, and they are expensive as hell, and from what i was reading, require new and high tech alloys to work with a gasoline engine

• VVT = Variable Valve Timing.
  
• Reviving a thread old enough to attend Kindergaten just to make yourself look like a window licker = Fail.

 

[XiKeiyaZI]

I enjoy the term 'window licker'