PSD turbo on 12v cummins?

[PROJECTJUNKIE]

My buddy has an electronically controlled turbo off of an 04 PSD 6.0 that he was planning on using on his built 12v. He abandonded the project and is selling everything. I can get this turbo for $200. I was told that I would need to make flanges. That would probably be the easy part. What would I need to control the turbo? This is a variable geometry turbo that is designed for low RPM boost right? My truck is a 75 F250 with an intercooled 6BT with AT/OD from a 91.5 dodge. The motor/IP/turbo was recently reconned by cummins, but is all stock. What kind of performance/reliability/mileage could I expect from this? Thanks in advance.

[KS Toy]

I don't have an answer for you but I will give $300 for the turbo if you don't want it.

[braxton357]

People have put a lot of time and thought into making the new vvt psd turbos work on other apps and the short answer is...no, not really anytime soon. It is possible, but it would quadrulple the price of the turbo. Go with an hx40 instead and you won't be dissappointed.

[MattS]

Banks has a prototype out that will run it. It's not released yet that I can find but I saw them put their VVT on a 03 CTD this weekend on the power block TV series.

[Chevyboy51]

its not banks prototype its straight from holset its what they ran on the sidewinder truck

[gunracer1]

it can be adapted, but it is not for those with out the thought to see it through. i have a holset varible that i figured out how to make it work off of turbo boost on a cylinder and springs for resistance. and if i can across one cheap i would think real serious about it.

[PROJECTJUNKIE]

Somebody school me on THIS turbo, who makes it? I assume that it is tied into the trucks ecu, but what are the inputs that affect it? How complicated is the mechanized portion of it? I assume it has some sort of pick up inside to tell the ecu where the vanes are, right? I didn't pay much attention to this one when I first saw it 6mos ago, but it seems within my reach, and after seeing TRUCKS this weekend, it seems like it would really fit the bill.

Gunracer, what was your turbo off of, what is it on, and how is yours working out for you? So the springs tighten up the turbo, and you have an air cylinder plumbed in that pushes against the springs and opens up the turbo? I like the simplicity, hows the driveability and the reliability? And of course, power?

[Rallye]

My buddy has an electronically controlled turbo off of an 04 PSD 6.0 ..... What would I need to control the turbo? This is a variable geometry turbo that is designed for low RPM boost right? My truck is a 75 F250 with an intercooled 6BT with AT/OD from a 91.5 dodge. The motor/IP/turbo was recently reconned by cummins, but is all stock. What kind of performance/reliability/mileage could I expect from this? Thanks in advance.

Turbo in question is designed & manufactured by Garrett (I'm assuming you can read the large "GARRETT" on the compressor housing, right? :) ). Just to make sure we're talking about the same thing, you should see a white barcode label on the turbo with International p/n 1863761C94.

This turbo is electro-hydraulicly controlled by the gold colored solenoid valve that is bolted to the turbo (hint: if you remove it, be sure that all o-rings are not damaged prior to reinstallation, and that you have retorqued the 12 pt. 8mm bolt to 200 in-lb). In stock form, it uses the engine oil circuit to provide hydraulic power to move the vanes. There's an AL cap on the end of the actuator that is sealed by an o-ring and held in place by retaining ring. If you feel the need to tinker, do not remove the cap and hydraulic piston inside, or you will find it increasingly difficult to get the piston/rack assembly back in contact with its mating pinion gear.

In production form, there is no sensor that transmits vane position; the vanes are controlled via the ECU with the primary monitoring pararameter being exhaust manifold pressure (ie, engine backpressure). Unless you have expensive engine dynos and calibration equipment at your disposal, you may find it difficult to calibrate vane position/turbo speed/turbine power requirements to your liking. However, if you do have an LVDT (linear variable distance transducer), you can remove the pipe plug on top of the turbo by the oil inlet to access the cam on the pinion gear to get a voltage-vs-displacement reading so that you can see vane movement. Btw, the solenoid that activates the vanes is controlled by a PWM signal from the ECU; if the solenoid is unplugged, the vanes default to "open" state, which is the safer alternative.

The turbo is really not designed for "low RPM boost", but more accurately, to provide as much boost as possible at any engine RPM. You're right in that it will spool up faster than a non-VNT because the vane position can better manipulate turbocharger shaft speed.

So, can it be done? Sure, anything can be done, but it depends on how much of a backyard garage science project you want. Piece o' cake, right? :flipoff2:

Mike

[COMPLAINE]

Turbo in question is designed & manufactured by Garrett (I'm assuming you can read the large "GARRETT" on the compressor housing, right? :) ). Just to make sure we're talking about the same thing, you should see a white barcode label on the turbo with International p/n 1863761C94.

This turbo is electro-hydraulicly controlled by the gold colored solenoid valve that is bolted to the turbo (hint: if you remove it, be sure that all o-rings are not damaged prior to reinstallation, and that you have retorqued the 12 pt. 8mm bolt to 200 in-lb). In stock form, it uses the engine oil circuit to provide hydraulic power to move the vanes. There's an AL cap on the end of the actuator that is sealed by an o-ring and held in place by retaining ring. If you feel the need to tinker, do not remove the cap and hydraulic piston inside, or you will find it increasingly difficult to get the piston/rack assembly back in contact with its mating pinion gear.

In production form, there is no sensor that transmits vane position; the vanes are controlled via the ECU with the primary monitoring pararameter being exhaust manifold pressure (ie, engine backpressure). Unless you have expensive engine dynos and calibration equipment at your disposal, you may find it difficult to calibrate vane position/turbo speed/turbine power requirements to your liking. However, if you do have an LVDT (linear variable distance transducer), you can remove the pipe plug on top of the turbo by the oil inlet to access the cam on the pinion gear to get a voltage-vs-displacement reading so that you can see vane movement. Btw, the solenoid that activates the vanes is controlled by a PWM signal from the ECU; if the solenoid is unplugged, the vanes default to "open" state, which is the safer alternative.

The turbo is really not designed for "low RPM boost", but more accurately, to provide as much boost as possible at any engine RPM. You're right in that it will spool up faster than a non-VNT because the vane position can better manipulate turbocharger shaft speed.

So, can it be done? Sure, anything can be done, but it depends on how much of a backyard garage science project you want. Piece o' cake, right? :flipoff2:

Mike

You either really like turbos or you are a fairly experienced engineer.

Ian-