David Buschur should build a turbo like this
You got my attention. I watched the video. That is a freaking awesome "movie". Makes me want to buy one! haha. Actually what I'd like to do is get my RS out there at the same time they are making the video and come by him so hard that his car shuts off from lack of oxygen! haha
The IX could do it with the secondary MIVEC map (0-5v). If you worked with it enough you could probably use any of the maps that are provided but go unused in either ECU. The VIII has the antilag maps which are voltage based, the IC sprayer maps, etc. Lots of options with stock ECU actually.
As far as VGT turbos that are LARGE and readily available (but maybe not temp compatible) got the Garrets used on Duramaxes and 6.0 PS. There was a thread WAY LONG ago on NASIOC where someone actually did this and apparently had good results. No idea on how long it lasted though.
As far as VGT turbos that are LARGE and readily available (but maybe not temp compatible) got the Garrets used on Duramaxes and 6.0 PS. There was a thread WAY LONG ago on NASIOC where someone actually did this and apparently had good results. No idea on how long it lasted though.
VATN turbo's...........didnt Dodge use those on the turbo Charger's ( the car not the power adder) back in the 80? Also If I remember correctly someone tried using one on a DSM but at that time the biggest VATN turbo didnt flow enough for the 2 liter.they also tried a twin VATN set up but it also failed. Ill see if I can dig up the old TURBO magazine article that featured the car. Yes I still have my old ones, hell I even have the one where Dave B was first featured as a "readers ride" type deal and not a vendor.
The logic to control a solenoid (either electric or hydraulic) to actuate the vanes shouldn't be too difficult.
For light loads, low throttle input, I think you want the vanes full open to minimize flow restriction. As soon as the throttle ramps up, shut the vanes until you reach a desired boost pressure. Then open the vanes progressively to maintain the desired boost pressure. If you want to skip the option of keeping the vanes open at light loads, you could just use a regular vacuum wastegate actuator to open the vanes.
Honeywell Turbo/Garrett makes VNT turbos from a GT15 on up for all the diesel passenger cars in Europe. I think the new Ford and Chevy trucks come with GT30 something or other with VNT.
For light loads, low throttle input, I think you want the vanes full open to minimize flow restriction. As soon as the throttle ramps up, shut the vanes until you reach a desired boost pressure. Then open the vanes progressively to maintain the desired boost pressure. If you want to skip the option of keeping the vanes open at light loads, you could just use a regular vacuum wastegate actuator to open the vanes.
Honeywell Turbo/Garrett makes VNT turbos from a GT15 on up for all the diesel passenger cars in Europe. I think the new Ford and Chevy trucks come with GT30 something or other with VNT.
Joe's EVO, you don't know much about us actually, do you? We've made and developed more parts for the DSM/EVO market than you must be able to even imagine. What do you think we do, buy other peoples stuff THEY developed and just test it and then re-sell it? Always has to be someone making a dumb comment somewhere it seems.
Nothing wrong with tried and tested either. That is how most people achieve results. We all know what you have added to the
community.
For light loads, low throttle input, I think you want the vanes full open to minimize flow restriction. As soon as the throttle ramps up, shut the vanes until you reach a desired boost pressure. Then open the vanes progressively to maintain the desired boost pressure. If you want to skip the option of keeping the vanes open at light loads, you could just use a regular vacuum wastegate actuator to open the vanes.
I think the vane system is too complicated really. I saw a VNG setup moving a plate back and forth to restrict the exahust gases like a vane setup would. I think this setup would be more reliable at the hotter burning temps of a gas powered car.
The logic to control a solenoid (either electric or hydraulic) to actuate the vanes shouldn't be too difficult.
For light loads, low throttle input, I think you want the vanes full open to minimize flow restriction. As soon as the throttle ramps up, shut the vanes until you reach a desired boost pressure. Then open the vanes progressively to maintain the desired boost pressure. If you want to skip the option of keeping the vanes open at light loads, you could just use a regular vacuum wastegate actuator to open the vanes.
For light loads, low throttle input, I think you want the vanes full open to minimize flow restriction. As soon as the throttle ramps up, shut the vanes until you reach a desired boost pressure. Then open the vanes progressively to maintain the desired boost pressure. If you want to skip the option of keeping the vanes open at light loads, you could just use a regular vacuum wastegate actuator to open the vanes.
In any case, one of the universal progressive controllers (Typically used on Meth kits) that uses Boost, TPS, and possibly RPM for input can be readily adapted for this..
Dave, if you do decide to experiment with this type of turbo, PLEASE let me know as I'd be willing to test it and develop the electronics required to control it.
Dave, if you do decide to experiment with this type of turbo, PLEASE let me know as I'd be willing to test it and develop the electronics required to control it.
Light load, low throttle would imply that you're just cruising. Hence, you want the lowest flow restriction for maximum gas mileage You just need a highly responsive system to control the vanes so that as soon as it detects the demand for more power, it'll shut the vanes to spool up the turbo.The vane system is pretty damn complicated, but it does wonders for performance. It's been used for years on diesels, but not much on gas engines due to the higher temps. Have to get into some more exotic materials to handle the heat. Speaking of diesels, they'll hold the vanes shut for engine braking on big rigs going downhill.
MJ, if you can get a hold of a PS or Duramax, you could probably back out the control logic from the ECU controlling the vanes.
Last edited by spdracerut; Dec 14, 2006 at 01:12 PM.
No, I had them how I wanted it Light load, low throttle would imply that you're just cruising. Hence, you want the lowest flow restriction for maximum gas mileage You just need a highly responsive system to control the vanes so that as soon as it detects the demand for more power, it'll shut the vanes to spool up the turbo.
Light load, low throttle would imply that you're just cruising. Hence, you want the lowest flow restriction for maximum gas mileage You just need a highly responsive system to control the vanes so that as soon as it detects the demand for more power, it'll shut the vanes to spool up the turbo.i think you would want to tune it just like any other fuel/ignition maps, load vs. rpm.
