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I've been experimenting with the variable geometry turbocharger control system. These turbos use variable vacuum to set vane position. Vacuum is controlled by a 3 port solenoid valve used on Europe vehicles. This valve uses duty cycle from 30 to 70 percent which sets vane position from...

Looks like I will replace the vacuum regulating valve on the IP throttle shaft with the 4l80 TPS to control VNT vanes. But this TPS will also control the THM400 with yet another PWM driven vacuum valve. This offers a bit of shift point tuning control..

Back to the variable geometry turbine control..gradually remembering control theory, it looks like I know enough to create a proportional, integral and derivative control using operational amplifier chips..an analog computer. Proportional control is simply throttle position sensor, 0 to 5 volt...

One crucial part of the variable nozzle turbo system is turbo control. These CKOs are Garrett generation 2 designs which means vacuum actuated vanes. Vacuum signal is controlled by a 120 Hz pulse width modulated valve, vacuum increases with increasing duty cycle. Since I don't have to worry...

The modifications to the intake manifold done, a full cleaning was necessary as there was remaining engine gunk in the runners which will trap a few of the thousands of aluminum shavings. And a good exterior cleaning is also needed as this was a used take off from Hillbilly Wizard. All the...

Well, I was mistaken. Air cleaner studs are 8mm, 1.25 pitch. They were so dirty my thread gauges and actual M7x1 bolts threaded and held until heat from welding and cleaning..so I had to change the design just a bit. I even had the tap on hand. Just need to test the CDR integration which...

Tap and die set came in. I had drilled holes to 0.234" as that is what my fractional index has, 15/64". 6mm is called for which is .2362". Regular bar soap is my tap lube of choice for aluminum, tapped almost as easy as installing a bolt. Chips from cast manifold are tiny so threads are...

The stock air cleaner studs are indeed M7X1. I suppose the designer had used a 1/4 inch and was told to make it metric because that was the managerial edict of the day. Didn't know preferred sizes. While I could have gone to 5/16", it would require all new studs and wing nuts. I found the...

Odd number size, below 6mm are common. I've triple checked size and pitch. The Banks adapter uses only 2 for holding back around 300 pounds of force due to 12 PSI boost. Using 4 sounds better based on shear on the cast aluminum threads. Plus less deformation in the 1/4" aluminum. I'm...

Intake side is nearly complete. Just need to o-ring the boost tubes, figure out the angles and bends and fit the air ducts. Two 16 gauge aluminum butt welds, these are gravy compared to welding on castings Added two more bolts for the top hat to manifold. Tap for the 7mm X 1 thread is on...

The problem weld area is the boost tube right between the high middle runners. After cooling down and putting a 1/4" ball end carbide into the collet, short work with the die grinder. This tool has been used most in this project, mostly port matching the exhaust manifold flanges. Quality...

Almost finished with the cold air side. Stock manifold modified for the compressor outlets. 1.80" ID spools fit into each bank for the O ring sealed tubes from compressors. Welds were difficult due to access and heat. Blew through 10 tungsten electrodes and still have half of the second...

Needed to balance work and get things made on the intake. Basically lifting the stock air filter 2 inches with a collar. The collar has a 1/4" plate on the bottom, gasket sealed and 4 bolts. Two are the air filter hold down studs, two more added by welding bosses inside each plenum. Filtered...

Grinding stainless is a pain. Especially 3/8" thick flanges..got half of them, that is 4, outside ground from the ugly plasma torch action. The inside grinding is a bit easier with 1/2" diameter carbide burr but makes a bunch of needle sharp mess. Now to match drill the bolt holes. 1 down...

My welding skills with one and one-half hands plus OCD to achieve full penetration welds makes for ugly stuff. So these will not have beautiful welds. Also, dimensions are being held with zero root gap process, a tricky option on 0.109" wall. All low carbon 304 so it doesn't really matter...

Getting somewhere.. turbos will live somewhere in the middle, another tee will be cut and inset at an undetermined yet angle. The ends pointing up in this picture will be squeezed oval vefore welding to flanges.

I did the rest of the plasma torch cutting today..some ugly, got three flanges in need of weld repair. Still have over 2 pounds of 309L in various diameters. Going to go fast now I have a pattern. The 1/2" carbide burr is still perfectly sharp, removes metal fast and doesn't heat the parts...

Back to thermodynamics, with mass flow of air at 26 pounds per minute and injection volume of 48 mm^3, the air/fuel ratio is 20:1. Boosted with mass flow of air at 36 pounds per minute, matching the a/f ratio means injection volume of 67mm^3. The IP plungers are 0.290 inches in diameter...

Have a plan..and a backup. I made plasma templates out of 1/4" MDF for cutting manifold flanges, thinking 3/8" stainless would cut fast on 50 amp plasma torch and the 7/16" torch offset would prevent charring. Well, extension cord voltage loss p!aged the plasma torch and patterns began to...

8 welds done, only one needs rework..not too shabby for having a bum hand. 26 parts became 12 so cutting the parts count feels great. Stock manifolds turn down, these will turn up. Since this is Schedule 10S pipe and fittings, it is much stiffer than any single piece flange. Which is why...