Anybody know if there are any other options for the hot-side housing? I contacted ATP and a couple of other shops. They all said they knew of no other options but they could have been blowing me off.
I read somewhere that higher EGTs also had a negative effect on the housing. Supposedly different material than housings meant for gas engines. I think I recall someone claiming that the housing would start to flake or come apart. It would also be nice to have additional ARs to choose from and a T4 flange.

Another note: I bought two of these and only one came with the anti-surge compressor housing. Anybody know how much this housing would move the surge line on the regurlar GT37 compressor map? Anyone know how this housing will effect flow and efficiency? I assume that there is some sort of trade-off?

 

My 05 duramax has a variable garret.

 

My 05 duramax has a variable garret.

 

My 05 duramax has a variable garret.

 

[QUOTE=dhickey]Anybody know if there are any other options for the hot-side housing? I contacted ATP and a couple of other shops. They all said they knew of no other options but they could have been blowing me off.
I read somewhere that higher EGTs also had a negative effect on the housing. Supposedly different material than housings meant for gas engines. I think I recall someone claiming that the housing would start to flake or come apart. It would also be nice to have additional ARs to choose from and a T4 flange.

I have used it on the Wrx for a few thousand (wide open) miles When the motor comes apart (forged 2.2 going in) I'll look over the components to see what (if any ) wear has occured. Uppipe egt's were in the 800C range. Should any problems occur I'm sure some nice swaintech coatings can solve it. I've read on garrett's site that their main concern is heat at the bearing with the gas motors. If it were jacketed (I think I could build one) for water It would help lots.
We'll see how it (the wrx) does in the long term. thats why having a wastegate on backup pays

 

Baldturbofreak, have you had any exsperiecne with IHI turbos? i have just read this months EVO mag and there is an article on the Bugatti EB110 and they new Edonis. the Edonis uses 2 IHI RHC6 turbo which the mag says are variable geometry (BMW's 3.0ltr diesel also uses a smaller one io think). i think variable geometry is the same as VNT. the thing is the Edonis is running 2.5 bar(!!!!!!!!!!!!!) so i recon the EGTs will be pretty high. if these turbos can handle that then they maybe worth a look at, or may mean the Garretts will hold up better than everyone thinks!

thanks Chris

 

Ive had experience with Ihi vf-22's,vf-34's, and vf30's. I have yet to try out one of their vnt's. So long as the brearing section stays cool, I don't think there will be a problem. The heat issue cited for the turbine housing is that due to co-efficient of thermal expansion, the vane to housing clearence is reduced enough to make them drag. This will cause the vnt's control to be sluggish enough to cause boost spikes. That could destroy the motor, so having ,again, a wastegate on tap to be a nanny for the vnt's until the response issue can be cleared up.
Personally I never had a issue with the vane response, only that fully open it couldn't prevent less than 22-23 psi above 6300rpm. With race gas that was fine (although the Sti clutch didn't think so) but on the pump I needed the racegate to regulate it down to 16-18 psi.
Im strongly considering the new VNT for the s60 detroit. However I want the GT60 housing and wheel on it. But first I have bigger fish to fry. like a valvetrain and 100 other things it needs to be put back together. I think Garrett should donate the aforementioned prototype turbo for gas engine durablity testing on the worlds most severly abused street driven single turbo C4. mine that'll be the day.

 

haha, you can but hope. so you dint run a wastegate on the scooby then???? thats mad! i thought the vnt just enabled the turbo to spool faster, but i suppose you could use the vains as restrictors to reduce the flow! still recon a external gatye would be better.

any chance you good give the rough size comparisons for the IHI and garrett units (dont have to VNT)?

thanks Chris.

 

hope ya go turbo! -Rick

 

I was watching extreme 4x4 and saw that Gale Banks is selling a Holset VGT turbo for Dodge Deisels with a controller. I checked their site and couldn't find any info, so I sent them an email. I did see that they are using a Holset HY55 VGT for one of there racing trucks (1000ftlbs of torque, yikes). Anyone know anything about the Holset VGTs? Couldn't dig up anything on Google.

 

Are you sure it's a holset turbo? cuasse on extreme 4x4 it looked like one of these http://cgi.ebay.com/ebaymotors/ws/eB...sPageName=WDVW.
It's off the detroit diesel S60. I know all turbo manufacturers are building Vnt's now as Diesel's are HUGE in europe. Garrett is now working on a VNT/VNC. thats right variable nozzle compressor as well. the ultimate turbo for all occasions. can't wait to get my hands on one of these babys.
If you need a controller for one, any PWM (pulse width modulated I.E. like an injector) controller will do. Such as 034efi's piggyback fueler, apexi boost controller (best choice) or even the wastegate output on a factory system (like I did on the wrx)

 

yep, that looks familiar. That thing is a monster. I can't imagine how much that thing weighs. I thought the GT37 I bought was a tank.

I am really trying to find a VNT or an exhaust housing for my GT37 that is a bit more tolerant to gasoline EGTs. From what I have read, the exhaust housing material on the 37s begins to flake at temperatures significantly above the ~1400degF spec. Evidently they are non conventional cast iron.

I guess they would be better suited for a rear mount app. Would definately need a bigger cold side for serious power at reasonable boost levels. I am going to have to look around for GT40 or 42 with the surge suppressing housing as well. Any recommedations on where to buy just the compressor? Any idea what the hot side AR is with the vanes fully open or when it will start to become a restriction?

 

where have you read about the housing flaking? this is the first I have ever heard of that. The only concerns garret has with them is the bearing cooking on the hot side due to the lack of a water jacket.

With the vanes full open the a/r is .9. with them closed it acts dramatically smaller. more like a .4. I can actually choke the motor with them. if kept in the fully closed position, they acted like a jake brake on the wrx. If I worked for say, Gm and was using this for a production model, I could use this function for egr real easy.
I believe the gt 40 housing and wheel will fit right on the evrt 37's quill and backing plate. However I cannot confirm this. A pair of evrt37's would make a totally kickass rear mount setup for our vettes. the 37 housings will make 40+ psi. in pairs they could supply 110 lbs/min.

 

http://www.supraforums.com/forum/sho...0&pagenumber=2

most of the thread is not very informative. The posts by badabing seem pretty interesting. Your right, a pair would be killer.

I am interested in your driving impressions of the WRX, when boost is made, ect. Seems like a really cool project.

 

I can't read the link, it won't let me register either.
The wrx was a fun experiment. The new fully forged closed deck motor will allow futhur exploration into the capabilities of the vnt.

Hmm driving, it will make positive pressure as low as 2200 rpm, however closing the vanes that far makes for high T.I.P (turbine linlet pressure) so it actually pulls harder if you relax the duty cycle a bit. Under cruizing the vnt is almost fully closed, and it's far quieter than stock. Actually it's a real pleasure to drive around. It also keep rotor speed high and it almost never has a vacuum condition except for idle.

Punching it, it pulls about as well as stock from 2200-3000 then the differences emerge. by 3000 the needle swings past 15 psi andby 4000 it's up to 20-22 psi and holds steady until 6200 when the wastegate is allowed to activate (preventing overboost) and it actully dips a psi or two. then quickly restablizes until redline (7200).

In a higher gear such as 3rd you do a roll on and boost litereally follows your foot. I had to reduce boost on the final tune before returining the vehicle due to the motor overpowering the sti clutch. So im guessing about 500 hp or so. The motor was all stock, and had some previeous damage to the drivers side rear cyl. she had 10-12%leakdown on that lung. Not to bad for a 2.0L scooby.

This time around Im trying to push for an auto trans with 3500 stall. The guy really is more into show/light to light **** kickin so an auto would be better suited for him. It also would load the turbo harder and prduce even better results.

conclusion so far-
The VNT is very promising. Im even looking into one for my vette it does come with some compllexity however. so far no problems with sticking vanes or heat induced damage, but it's only been a few thousand miles. It's like having a gt35R on your car without waiting for 5000 rpm for the upswing. It's also deceptive, the pull comes on so gradual and linear it doesn't feel as fast as say the afore mentioned ballbearing garret. But it's faster.

 

http://www.supraforums.com/forum/sho...highlight=gt40

try this one. if it doesn't work I'll copy the whole thread and email it to you.

 

i wonder why the likes of WRC teams havent taken these turbos into their arms and made them. i mean therse guys are affter about 3 bar boost and NO lag what so ever! then again i dout that the VNTs could handle the stupidly high EGTs that come with Bang-bang anti-lag.

thanks Chris.

 

still nuthin.

As far as wrc, I bet it has a little to do with egt's and a little more to do with more parts to break on an endurance car. or just not proven yet. give it time, it will happen.

 

I just got off the phone with Kevin from majestic turbo. I looked at their web site and thought that they may have some upgrade options for a GT37avnt. After the phone conversation I had, I'm not sure I would buy anything from them. First Kevin told me that I can't use the GT37avnt because it spins backwards. Even if it did, I'm not sure how this would make any difference. It still moves/compresses air. Then he told me I couldn't use it because of the oil lines and that it had to be mounted upside down. I told him I could mount it upside down if I wanted to and then he told me I couldn't mount it upside down. He then said that I couldn't use it because it doesn't make any power. I told him I have the compressor map and know how much power it is capable of. He said if I have the compressor map I should know that it spins backwards. He asked me what I was going to use it on. I started to tell him what I would like to do and he interupted me after about two words to tell me that he has a hemi with a rear mount making 580hp and that the GT37 isn't any good and that it wouldn't work.

Anybody else have experience with Majestic? Did I get the janitor by mistake?

 

It sounds as though if one showed Kevin 2 pictures, one of his ****, and one of a hole in the ground, he would be VERY VERY confused.
Spins backwards? meaning LH rotation? who the F cares. What a douchebag.
I got in contact with somone who DOES know his **** from a hole in the ground (they guy on ebay selling the big dog Gt42 vnt) And he told me of 2 trims available for that frame. He did however say that the shaft size was smaller than the GT60 and that Id need to make an adapter on the shaft (very high precision) for a larger wheel. The backing plate would be easy to make (well for a machinist).
I would try to find some specs on shaft dia and see if the GT40 or 42 housing will fit on the GT37. In fact you should email the guy on ebay (northwest turbos I believe) I beleive he's done it before. I remember seeing a converted evrt on ebay from him I think.