How are EGT's with it being already spooled ALL the time? I can't read that gauge LOL
funny question, but making any better mpg?
The main reason for that is the turbo is well off its map and into overspeed at 40psi (3.76PR). Its not making more boost because the additional energy is just being converted into heat and drag!For example in my tests I was able to produce 40 psi of boost with as little as 23 psi drive pressure. Upping the drive pressure to 35psi netted no gain in boost.
I learned when I first put it together that at 6CM it wont work.
Actually, no. They do exactly the same thing with an alternate approach.O yeah just FYI if you say you experimented with garret turbos that's a VNT not a VGT two completely different turbos with two completely different characteristics.
Why wouldn't it? Compressor surge? The HY30W, HE221W and HE200WG used on the 3.9L and 4.5L ISB have a 6cm turbine and work very well.
Like one person using an iPhone and another using an Android, exact same functions but different execution.
I'm sorry you feel that way, you simply don't know what you're talking about.You don't have a clue what your talking about, and have know real world knowledge of how Holset VGT work.
Incorrect, it changes the throat size which changes the exhaust velocity (pressure differential) at any given volumetric flow rate. The exhaust housing size is a fixed size.The reason the VGT will not not work below 9CM is because the VGT uses a sliding wall vane. This wall slides over the turbine, closing or enlarging the size of the exhaust housing.
Then please explain why Cummins uses 6cm turbines on their ISB 4's and why it doesn't restrict flow despite using a turbine smaller than your HE300 wheel.At 7CM and below the wall is protruding to the extent that the exhaust is restricted blocking free flow into turbine.
Ah, personal insults. The last resort for people who have nothing left to argue their point with.all I can say to that is ID10T.
VGT/VNT/VTG/VATN/VVT are all trademark names for doing exactly the same thing, changing the throat volume and, thus exhaust velocity, at which the exhaust interacts with the turbine wheel.VNT uses nozzles which restrict the area in which the exhaust can flow.
...
VGT turbos use a sliding wall, the wall moves in and out.
I already have every time I have posted in this thread, you're just too ignorant to accept the fact you don't understand how variable geometry turbos operate.Like I said prove me wrong
I'm sorry you feel that way, you simply don't know what you're talking about.
Incorrect, it changes the throat size which changes the exhaust velocity (pressure differential) at any given volumetric flow rate. The exhaust housing size is a fixed size.
Then please explain why Cummins uses 6cm turbines on their ISB 4's and why it doesn't restrict flow despite using a turbine smaller than your HE300 wheel.
Ah, personal insults. The last resort for people who have nothing left to argue their point with.
VGT/VNT/VTG/VATN/VVT are all trademark names for doing exactly the same thing, changing the throat volume and, thus exhaust velocity, at which the exhaust interacts with the turbine wheel.
I already have every time I have posted in this thread, you're just too ignorant to accept the fact you don't understand how variable geometry turbos operate.
You're fixated on the fact I know more than you and you're doing everything you can think of to resist learning something new.
Now, can you grow up or shall you continue to act like a schoolboy brat?
Well hello tormentor! I see you snaked your way back in here.
Called it!
I'm sorry you feel that way, you simply don't know what you're talking about.
Then please explain why Cummins uses 6cm turbines on their ISB 4's and why it doesn't restrict flow despite using a turbine smaller than your HE300 wheel. QUOTE]
Well if you watched the video, you would have seen a demonstration on how the HE351VE works. As the sliding wall protrudes out, you can very easily tell its extending OVER the turbine. This is how Holset designed their exhaust brake. It just so happens mathematically, this coincides with 3CM, 4CM 6CM and 7CM. So that means the Holset HE351VE can only effectively run at 9CM and greater, anything smaller the wall is protruding to the existent your running into the brake.
Now the big question. How does this differ from the 6CM turbos used by Cummins? Hell that's so easy my 8 year old can figure it out. The FIXED geometry turbos don't have a sliding wall protruding over the turbine! its pretty simple, but common since isn't completely common.
VGT/VNT/VTG/VATN/VVT are all trademark names for doing exactly the same thing, changing the throat volume and, thus exhaust velocity, at which the exhaust interacts with the turbine wheel.
X2 oke::umno: all I can say to that is ID10T. :nail:
Ah, personal insults. The last resort for people who have nothing left to argue their point with.
Ahh, It’s not a last resort and I mean no disrespect what so over. I am just stating the obvious, for what I do in the military I have more knowledge on how cell phones work then I ever wanted to know. You’re just an ID10T for thinking an android and iphone have different ways they connect to cell phone networks. They use 100% of the same means to communicate, the difference is the OS and user interface the rest but the technology is 100% same. There is no comparison on how VGT and VNT work.
Here’s a videos of the VNT
[ame="http://www.youtube.com/watch?v=Gc2awh0O0Bc"]http://www.youtube.com/watch?v=Gc2awh0O0Bc[/ame]
This video demonstrates the variable nozzle. How this works is it funnels the energy into a tighter space creating a jet. Imagine taking a water hose and putting your thumb on the edge of the hose. You can then create a jet stream with the water, which will shoot the water out further without any additional energy this is known as the Bernoulli Effect.
Now please explain to me how the VNT is exactly the same as the VGT. The Holset VGT does not use the Bernoulli Effect concept to build boost. It uses a 9CM housing and effectively a built in waste gate by changing the geometry of the housing. The benefit of the VGT isn't quick spool. The benefit is the exhaust brake, with better performance do to 100% of the exhaust going over the turbine.
I already have every time I have posted in this thread, you're just too ignorant to accept the fact you don't understand how variable geometry turbos operate.
You're fixated on the fact I know more than you and you're doing everything you can think of to resist learning something new.
Now, can you grow up or shall you continue to act like a schoolboy brat?
You have just rambled on with nothing, contributed nothing and have proved nothing. I am very open to learn something new, I go out of my way to read and ask questions. If I didn’t I wouldn’t made it as far as I have in the military, I wouldn’t have been able to build my truck, my controller, turbo or my supercharger.
However my one rule to success is I don’t follow the ignorant, you have nothing to teach.
Again :shake::lolly:Like I said prove me wrong,
How this works is it funnels the energy into a tighter space creating a jet. Imagine taking a water hose and putting your thumb on the edge of the hose. You can then create a jet stream with the water, which will shoot the water out further without any additional energy this is known as the Bernoulli Effect.
Now please explain to me how the VNT is exactly the same as the VGT. The Holset VGT does not use the Bernoulli Effect concept to build boost. It uses a 9CM housing and effectively a built in waste gate by changing the geometry of the housing. The benefit of the VGT isn't quick spool. The benefit is the exhaust brake, with better performance do to 100% of the exhaust going over the turbine. :
I think you have it backwards. Vgt changes the orifice size while vnt changes geometry. The "sliding wall" as you call it is much like your thumb on a hose. The vnt on the other hand changes gas projection angle and orifice size.
I strongly disagree with the second paragraph, Vgt is most certainly around because of spool/exhaust pressure reasons. If it were only around because of the exhaust brake why have so many moving parts and such a fancy controller to risk failure?
It's simple really.