Hard to tell if this is the final incarnation of your VNT controller but it looks and sounds to be working just great. I had forgotten how you built the manual boost controller, thanks for the refresher. I finally got a fresh engine in (pa)Tina and put a manual control lever on the dash. VNT Manual Boost Controller. The HPD VNTC (variable nozzle turbo) controller is a reliable boost controller for all turbochargers that have a VNT exhaust housing and a vacuum controller actuator. ![]() Hi, Now users have the option of putting a vnt turbo on whatever engine they desire and still retain the vnt operation!!! I am starting this thread as a feeler to see how many people would be interested in purchasing components to convert my vnt-17 to operate independently of any electronics. ***I am not a vendor, I am not in business I do this as a hobby. This may change if there is enough interest and I start doing business, at which point I would register as a vendor and post all sales and advertising information in the vendors section*** Some background, the reason this came about is I have never been satisfied with the operation of my turbocharger. Mainly, the factory vacuum system sucks. Keep in mind, this will control the vanes independent of engine tuning. So i can essentially tell it what I want for pressure regardless of requested. So if I say 10 to 15 psi (max) then I get 10 to 15 psi (max). Originally I set up the turbo for 15 psi max and that's where it stayed, but that's what was predicted. So right now I have no idea what my 'tuner' set inside the ecu as requested. So I have mechanically matched as close as possible my actual to requested. On my vehicle it is now set up for 20-25 psi. 95% of the time it hits 20 and stops regardless of requested unless I really give it full throttle then I see it rise to 25, but has not exceeded 25. Originally I was seeing about 10 to 15 psi at 75 mph cruise and it went into limp mode. I adjusted a screw now I have 7 to 10 psi at cruise, no limp mode. I could further reduce psi at cruise or raise it if I could tune out limp mode or re-tune the computer requested at cruise. My engine is set up differently, but yes vcds logging would be appropriate. No Dawes device needed, however, if you wanted to go above 25 psi then you can always use an additional manual or electronic boost controller. I would like to see a VCDS log during a WOT run with your setup. I am intrigued how your method of boost control is different than the Dawes Device A Dawes Device, aka manual boost controller functions by bleeding excess pressure into the vacuum system to control the vanes, though I'm sure most here already know that. My initial guess is using an alternate device similar to that of the actuator, but instead is pressure controlled, not vacuum controlled. Direct pressure from the compressor would then be used as the feedback mechanism. Basically a wastegate style, VNT control setup. A Dawes Device, aka manual boost controller functions by bleeding excess pressure into the vacuum system to control the vanes, though I'm sure most here already know that. My initial guess is using an alternate device similar to that of the actuator, but instead is pressure controlled, not vacuum controlled. Direct pressure from the compressor would then be used as the feedback mechanism. ![]() Basically a wastegate style, VNT control setup. If I understand correctly then a feedback loop from the intercooler outlet to an electric solenoid that could get signal power from the TPS sensor. But this system, although inelegant, seems to check all the boxes for general turbo health and less spikey/creepy performance. A Dawes Device, aka manual boost controller functions by bleeding excess pressure into the vacuum system to control the vanes, though I'm sure most here already know that. My initial guess is using an alternate device similar to that of the actuator, but instead is pressure controlled, not vacuum controlled. Direct pressure from the compressor would then be used as the feedback mechanism. Basically a wastegate style, VNT control setup. Correct, pressure based not vacuum. Very simple, very reliable. I wonder how much stroke you have on that monster! The stroke is actually short, only about 3/4', the bore is 2'. The bulk comes from the piston, it has a wear band and an o-ring making it quite long. Given the space constraints in the ranger, I was forced to stick it out the side and add a lever to the existing one to re-orient the stroke. Irrespective of the function, it comes down to energy programs that check out the NTFS partition as well as format any partition as NTFS under Mac OS 10.5 and higher. Paragon ntfs for mac 14 serial. It’s possible to set up this motorist on your Mac that is own computer access that is also complete your Boot Camp NTFS volumes using the computer that is same on external drives. Table of Contents • • • Paragon NTFS 14 Crack with Serial Number Mac OS X Download Paragon NTFS 14 Crack Paragon NTFS 14 Crack, Serial Number Mac OS X Download is a Universal that is online that low-level Files Driver made by Paragon to produce communications which are Mac that is two-way and systems. It gives dependable, and access that is fast is read/write the Windows NTFS file system under Mac OS X like native file systems. ArchivesMoreover, you shall connect to NTFS files and records with safety permissions. The whole thing could be a bunch smaller if it were purpose built. It was originally supposed to be a test piece, but worked so well I left it on there. You'll want to make sure you're effective piston area is fairly large, making the spring pressure also large. This avoids vane sticking, particularly when returning to the closed position where the preload is light.
0 Comments
Leave a Reply. |
AuthorWrite something about yourself. No need to be fancy, just an overview. ArchivesCategories |