aero

Don't weld it. Do like we did on the HE431V we put on my dads combine. It will be abit different since that had a bit different arm on the VGT(and diesel so no fueling issues) but it will still be easy. Mount a bracket and some allthread to the VGT arm. It will be easily adjustable within a couple minutes. Think of it like this, open it up before going to the track, it will be like swapping hotsides to a bigger one. When you leave, put it back' quick spool for the street. Only thing is it changes the tune a bit, especially with a speed density EMS. So having two positions and two tunes would be good for it.

If I fucked up, sorry a bit buzzed just got back from the bar.

jinxy

I was thinking about that too but your thread on diyefi sort of led me to believe that the vgt fails on gas engines. I'll check it out when it gets here. This thing is going to be a trip to try to figure out how to mount.

2jztwoforty

i found a bunch of good info and even dev tools for the can bus... check out this site http://www.kvaser.com/index.htm

aero

Which part gave you that impression? Just curious. The 431V has an actuator that works off brake air, and more pressure = more boost. It works in reverse from a wastegate actuator for safety in the appliciation.

You would be removing the actuator, so thats a moot point.

jinxy

In the thread that fred posted with the pics you have him of the control unit, he and another guy were talking about how VNT turbos seize up on gas engines since the EGT's are too high. But now i'm guessing I can just assume that one guy was talking out of his *** or talking about older generation VNT turbos. Also, I'm going to run a regular external gate with it since this isn't going to be a high boost thing until I get a spare 3sgte.

aero

Yeah, that is the opinion of a lot of people on VNT or VGT turbos. I don't have any experience with garrett VNT's, but those are what most people are thinking of since they have been around a long time. They are far more complex than the Holset VGT, there is one moving part in the hot area of a VGT turbo compared to dozens in the VNT.

The single piece of the VGT should dissipate heat better, and not have the areas that could bind.

In my limited mileage with this VGT I have punished it pretty hard EGT wise. Non intercooled. Had a broken timing light went really conservative for safety, so base timing was ~10 degrees low, leading to under 5 degrees timing under full boost. Which is VERY low for a 4g6x. That went for about a week like that before I borrowed a light and got it set right. Creates some seriously high EGTs for the turbo to handle.
I never had any issues with the VGt, it opened the same each and every time the same.

heyseemoreh22

NICE

marcj

does anyone have any idea about the flow rate on these bad boys?
what does it compare to?

series8217

Aero will correct me if I'm wrong..but I think the compressor is about the same as the HX40.

aero

It has the same dimensions as the 6 bladed 60mm big HX 40 that everyone seems to want. I've heard in the vicinity of ~67lb/min thrown around a lot. The 6 bladed HX40 has made 650AWHP in the tiny BEP housing on a 4g63. , so that number should be pretty representative of the compressor flow it will make.