aero

Sizing is a bit different, and somewhat of a mystery with these. Not many people have tried somethintg like this. Given the spool and response I would say it is not oversized for what I am wanting to do. I am looking for the ability to make 450+ eventually, so this is the best responding turbo that I could hope for.

Compessor size wise this thing is slightly smaller than a GT35R, a 60mm inducer. Similarly sized holset compressors in a small shitty BEP housing have been pushed to over 600AWHP at VERY high boost.

For your bigger motor I have to wonder if a HE431V would be a better option. It has a larger turbine wheel than the HE351ve that I am using. The VGT doesn't close down as far, and opens further. Should still spool stupid fast with 5L and when open make more power at your low boost goal. The one I had had the same compressor wheel as the HE351ve. The flange is also very close to a T4 flange, the holes on the turbo had to be dremeled out a bit to fit a standard t4 manifold. They are a bit more rare on Ebay, but it would leave your turbo options wide open if it didn't work out as expected. The 431 we picked up for ~$220 shipped, you just have to wait a bit to find one.

Turboedmav

Thanks Aero,

I know you must be sick of us turbofreaks asking you about the (probably overemphasized) dangers of the combination of VGT's and high EGT's... but the fact that almost every piece of literature from the manufacturers explicitly discourages the use of these units on gas engines makes me feel the urge to ask yet again.... sorry... are these turbos being underestimated? are the VGT's manufacturers just buying cheap insurance by telling everyone these turbos shouldn't be used on gas engines? what's up with that?

What do you think of my possible twin set up with the Garrett VNT's?... I am bent on this idea because I believe these turbos were actually good, just not well taken care of when they came out as OEM, I'm robably wrong, but I guess I'll learn the hard way... ... ... my reasoning has been: If the turbine is a bit undersized for this project... why not putting them farther away from the head... Every turbo "guru" out there says turbos should be as close to the head as possible for best performance... but if your turbo is going to be getting more exhaust energy from the engine than it can efficiently handle, why not giving the turbo a smalll break (in terms of temperature only, that is) by putting it some 30 inches away from the head? From my perspective, it would help keeping temperatures down a bit and probably reduce my chances of overboosting... after all I'm not shooting for high levels of boost in a stock 5.0L... I am definitely going to install wastegates as well but I'm thinking electronically actuated ones with... ... ... exactly the same kind of actuator you didn't use in your set up! (the valves themselves will be like electric exhaust cut-out valves already in the market, but those are controlled by a DC motor, not a stepper...cool right?)

I know that Megasquirt 3 has now the abilty to operate at least one stepper motor (for the IAC but can be programmed for any I/O) I'm planning to use this output to operate the stepper on these actuators... I know, I know... sounds unnecesary and probably stupid to use a mechanically actuated VNT when you have a neat way to operate the electronic version... ... ... ... why bother fabricating an electronically actuated wastegate if you could operate just the same actuator on the HE351VE and save yourself two hundred headaches... ... ... gues I just like to dick around and learn the hard way just like yourself...

So, for those of you who want to tame one of these actuators... there it is... the Megasquirt 3 can be programmed to do it.

Many aspects of my project are still undefined, and, in the end, I might just drop the twin turbo set up and slap one of these to my 5.0 (I searched the net and Holset says they're good for up to 7.0L... ... so I guess there's really no need to go any bigger since as I said before, the boost will be kept very lowm my HP goal doesn't really call for anything beigger and the engine is completely stock...

(are you going to sell me your actuator or will I have to surf the net for one of them? )

TomBones

So have you been able to control boost with that wastegate and control spool with the VGTs pretty well so far or are you still dinking with it. I was going to try to make a simple manual adjustable arm for the VGT for now. That way I can adjust it until it works for me. I may decide to put a wastegate actuator on the VGT also once I find out how much of a difference the VGT makes by moving it manually.

screamingdsm

Thats a nice setup man, glad to see some dsmers are getting it done. I too have aem powered g4cs 2.4, and i have a big turbo sitting waiting for the time to put it on. Its a 25cm turbine housing with a weird turbine flange.

CspecRun

That's a KKK right?

aero

Still have some more things to try and work out. I want to build another MBC to try on the VGT actuator to see what it does to try and speed the spool back up a bit. Lost a little bit after I hooked the VGT actuator up rather than keep it closed, but it still has much more topend and still better response than anything else I've tried.

Here is a 1st through part of 4th pull and the boost control/response, with it the way I have it now.


It still needs a LOT of work tuning wise, I keep changing little things that put me back at square on in the tuning progress.


The oil actuated garretts I don't like because of the much greater compexity especially in the hot areas of the turbine housing. The fixed vanes on the movable back plate should conduct heat away much better than the movable blades in the garrett as well.

One of the concerns people express about the garretts and high EGT's is the possibility of the vanes sticking because of thermal expansion binding where they pivot. The holset moving parts are located in the oil and water cooled center section.

I do know of at least one person who has used a powerstroke VNT in a similar manner to what I have done. I don't know how it worked in the long term for him as I can't find the thread again.

screamingdsm

yeah, or a borg warner s370. Its all the same specs. 71mm inducer 100mm exducer compressor wheel 83mm-73mm turbine wheel

Tom-Guy

Holy ----, those are some high IATs.

aero

Yeah. It should make way more power when I get the intercooler put back on the car. The only thing saving me is the E85.

Running the piping to the one I had was going to be pretty hard with the huge compressor housing and outlet facing the pass side. I've been contemplating selling it, its not the most efficient IC with too small of outlets, and getting an A/W setup.

screamingdsm

You ever think of putting another pump inline like a bosch 044? Im pretty sure on e85 your gonna run out of pump on that turbo. Whats your timing map setup like as of right now?