Very interested in seeing the performance of this turbo! I’ve been looking into that turbo for a while and want to see real world results for sure. I’m also curious about the controller for it, as I have a a 12valve that is compounded now and I want more control of the turbos than I do now, and the exhaust brake function because all I do is tow heavy and this seems to be a way better option than my current manifold charger. Thanks for the video I look forward for more
Exhaust does not bypass the turbine in Holsets, the wall hits the housing long before it could open enough to expose the backside. Turbine speed drops because exhaust gas has less area contact of the wheel, its all focused on a very small point. VNT at full close still flows against the entire width of the blade.Thats why Ford had overspeed issues with the 6.7 SST in exhaust brake mode with its tiny little turbine. I have this experience with my HE200vg. There is a Goldilocks point in minimum closing of the wall where it spools up very fast. Close any further and it doesn't spool up faster but has much higher EMP.
It doesn't bypass, during exhaust braking it deflects the gas around the turbine to prevent over spinning. When its in its wide open position it acts as a waste gate by making the housing as open as possible. Now this is just one control measure, in a stock application the truck will also de-fuel at the same time to get this effect. If you have the RPMs and fuel you can still spool the turbo when its wide open position. This is just one of many control measures Cummins uses.
"When its in its wide open position it acts as a waste gate" That is a fault position. If the turbo is used/sized correctly to the engine it should never open that wide in normal operation. "This is just one of many control measures Cummins uses." In my 15 years as a professional mechanic, I have never seen a VGT open to more than 20% closed unless there is a controller fault. Even in a turbo overspeed fault condition, the engine will torque derate and the vanes don't open that far.
i bought a he351ve on ebay years back for a hillclimb project car (audi quattro 5 cylinder), strange thing was where the controller is usually mounted, someone fabbed up a vacuum actuator with bracket, not sure if its going to be usable in my case, id like to send you a pic to get your opinion of it if thats not a problem.
Alot of people came up with a hand full of mechanical setups, some worked and some didn't. Super Jesus (Commented above) has a HE200VG that he converted to mechanical with pretty good success. I stick to the stock electronics.
@@SteedDolan The rotary valve is quite a bit different than the VNT/VGT but it wouldn't surprise me if the motor is the exact same unit using the same controls. I've run into a bit of a road block on the back pressure and it's more a matter of not understanding the maps and their relationships.
@@NavySturmGewehr Your right, if you want this video the 5.0 turbos are setup like a sequential turbo setup. Once the smaller one taps out a flap opens to light the low pressure. ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-pRSXJoBZUlE.html
@@SteedDolan I've been using that video quite thoroughly as I work on my tune. What I've realized is that the ISV runs extremely lean, having excessive boost with the factory configuration. That valve is in constant operation though I just came back from a drive where I flatlined the valve as always open. If I understand the maps right it is actually only 61% open, the rest of the 39% being for the big turbo and the wastegate). I'm starting to believe that the turbos are setup to ensure the small turbo always provides 2:1 drive pressure, no matter the position of the rotary valve, as long as the low pressure turbo isn't exposed. I've got peak boost set to 22psig now, let it run without boost for a portion of the map. Throttle response is still very good. That little turbo spools fast. My primary goal is economy and drivability. I'm starting to think that I'm approaching the limits of what the m2 system can achieve. I'm a bit hesitant to start bypassing to the low pressure turbo at idle, but as far as I can tell that might be my only chance at coaxing a 1:1 drive pressure ratio out of it.
@@SteedDolan gotcha I’ve watched a bunch of your videos so it should be a killer system. You probably can’t talk much about it but wondering if there’ll be any backwards compatibility for older trucks and options for different brand trucks? Most of what I see is for Cummins unfortunately
