HE351VE Controller Project

[renovatdkitchen]

Just reading through this now and I already feel my wallet getting a lot lighter

 

[casuprock]

The controller can also display warnings on the gauge pod when the connected sensors exceed their user specified limits. While the warnings are valid if a value is exceeded, everybody can appreciate the reference to fast and furious.

<iframe width="560" height="315" src="http://www.youtube.com/embed/4baBbFE5m7M" frameborder="0" allowfullscreen></iframe>

 

[ed1380]

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[kthackst]

Here is a build thread for the test vehicle.

http://www.dsmtuners.com/forums/dsm-build-journals/458149-variable-vane-top-mount-build-97-gsx.html

 

[casuprock]

A 63mm compressor wheel accelerates (spools) like it's a 16g... Video from Blaylock Turbos.
[ame=http://youtu.be/UboeJNVzcPI]Blaylock Switchblade Turbo Accleration with Suprock Technologies VGT Controller - YouTube[/ame]

 

[Millerman340]

Subscribed !

 

[casuprock]

http://www.dsmtuners.com/forums/turbo-system-tech/457852-vgt-blaylock-switchblade.html#post153245279

 

[NHerron]

Great stuff, keep up the updates!

 

[casuprock]

Lots of design and development happened. Major results. Turbo was a Blaylock Switchblade. Test was conducted on a Cummins 5.9L (DSM will follow).

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This dyno run compares the vane control versus open housing (no vane).

This is what the boost looks like with vane control active and not active. This is a gigantic turbo, so the difference made by the VGT is shown on a 75lb/min turbo. Also note the (cummins 5.9) engine is mostly stock with the exception of an edge fuel control which was set the same for both tests.

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[casuprock]

Back to the dyno! The improvement and optimization continues. Here is an overlay of the dyno run from last week and another from this week's test:

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At this point, we've gone from 500 ft*lb at around 5 seconds to 500 ft*lb at around 1.5 seconds ON THE SAME TURBO by means of proper VGT actuation.

 

[ed1380]

When I can afford an R8 I'm buying 2 of those boards from you. That is impressive


could you explain what the 10-3 and 10-10 mean?

 

[aero_sallee]

When I can afford an R8 I'm buying 2 of those boards from you. That is impressive


could you explain what the 10-3 and 10-10 mean?

I'm sure its the dates the runs were performed on.

 

[casuprock]

I'm sure its the dates the runs were performed on.

Yeah it is the dates of the runs.

 

[ILiveForBoost]

Is anyone still interested in the HE351ve J1939 protocol? I have it figured out and am willing to share if anyone is interested.

Here is a video of my brother commanding the unmodified factory Holset actuator to various positions over CAN.

[ame=http://youtu.be/NXAx6KC0ixA]HE351VE - YouTube[/ame]

 

[Morphius]

Is anyone still interested in the HE351ve J1939 protocol? I have it figured out and am willing to share if anyone is interested.

Yes.

What controller are you using to send the CAN messages?

 

[ILiveForBoost]

Yes.

What controller are you using to send the CAN messages?

I am currently using an stm32 eval board.

Keil MCBSTM32 Evaluation Board Overview

There are many cheaper options capable of CAN. I am using this board to control my supercharger bypass as well.

I will post info on the protocol when I get home tonight.

To avoid hijacking this thread, I started a new one.

http://www.dsmtuners.com/forums/turbo-system-tech/475199-he351ve-how-control-factory-actuator.html#post153389441

 

[airmail96]

I have a stock servo box if anyone needs one.

 

[Seamus]

I just watched the video. The operation of the variable turbine geometry is completely different than I expected. I have a little desktop Vtg demonstrator from Porsche. They gave it to me when the 997 turbo was introduced. It vanes operate in a completely different manner. I assumed this was the same liscensed technology. I'm really confused now. The Porsche demonstrator has the vanes moving in a way that would change the "attack" of the exhaust gases as well as functionally changing the a/r of the housing. It operates the same on the newer VAG diesels and i believe the next gen gas motors. the cars dont even need a wastegate. Are there different types of variable geometry turbines on the market? The Porsches system works great. The engine is able to make over 500lb from almost off idle in a turbo S and still support over 600hp on chipped cars. I've never seen a more flexible engine. It makes the gtr feel like an old school turbo motor by comparison and the 997 was on the market way earlier.

 

[dsmcrzy]

Yes just like anything else every manufacturer will have something slightly different than the next. You will hardly ever find licensed versions being shared by companies. One company may buy and use the parts but they won't own the info behind how and why.

I agree though I like the VAG design better than the one in the video. Reason being the VAG design looks simpler, which is kinda funny because usually they are far from simplistic.

 

[Seamus]

Yes just like anything else every manufacturer will have something slightly different than the next. You will hardly ever find licensed versions being shared by companies. One company may buy and use the parts but they won't own the info behind how and why.

I agree though I like the VAG design better than the one in the video. Reason being the VAG design looks simpler, which is kinda funny because usually they are far from simplistic.

Auto manufactures liscense tech to other manufactures all the time.(parktronic, onstar, etc.) but more often the case the tech is owned by suppliers they share such as bw or zf dual clutch technology. Which is the case with the turbochargers. Kkk owns the tech for VAG and Porsche.. Borg Warner owns damn near every turbo manufacture now under Honeywell And allied signal(they eliminated schwitzer and released there 20 year old designs as the brand new s300's s400Etc). I don't think they own triple k. That blaylock switchblade seems way inferior from my admittedly laymens perspective. But maybe that video doesn't show it all. Maybe the blades are moveable but he is not controlling them or doesn't have the abolity yet. In the video This design changes the functional a/r but does nothing to the performance of the wheel. The other design basically makes for a continuously variable turbine wheels size and shape. Going from a super high flowing almost "clipped" wheel all the way to the high impact design hitachi pioneered in the 80's. its really cool stuff.

 

[ed1380]

The VW design is simple but has a problem on the diesels. Cruising on the highway builds up soot that ends up binding those vanes. The fix is an Italian tune up once a week

 

[knochgoon24]

The VW design is simple but has a problem on the diesels. Cruising on the highway builds up soot that ends up binding those vanes. The fix is an Italian tune up once a week

This is why it wouldn't be a bad idea to cycle the vanes through the full range of motion after shut down. It would scrape any soot from the vanes before it had a chance to really build up.

 

[NHerron]

I feel bad pulling these turbos at work, the boss is into the whole DPF delete kit by PDI, and basically reverts to basic old school.

I'm still surprised this thread isn't near as exploded as I thought it would be...

 

[1990AWD]

I feel bad pulling these turbos at work, the boss is into the whole DPF delete kit by PDI, and basically reverts to basic old school.

Um...what? Emissions stuff is stupid on diesels but this thread is about turbos, which aren't old school.

 

[NHerron]

ISX engines have similar vgt turbos. The isx engines also have dpf and other emissions related 'problems'. Boss don't like emissions. Boss's solution is a full emissions delete kit which also does away with the holset vgt turbo in return for an 'old school' basic turbo. All I meant was I like vgt vs 'old school' simple journal bearing turbos. Pros / con's to both.