So, the new 6.0 Ford powerstoke (Cummings?) has a VG (variable geometry) turbo that varies the effective housing A/R to regulate a fast spool up and relieve flow so wastegate is not needed.

Unlike the old, little, weak, flaky boosting VATN turbos this VG uses big, beefy stainless airfoils to do the job that are actuated by hydraulic pressure so there will be no failures, sticky acuation or fluttering.

So, how will it size to our engines? It can clamp down to spool a 6.0 diesel instantly- but is this clamped small enough to spool a very built rotary up decently?

I wanna find out. How long before the junkyards have these 2003 model year turbos in them?

 

Here is a site w/ a cut-away and a little info...

http://www.truckworld.com/Truck-Test...rstroke_2.html

 

I agree, that looks like a much improved VATN design. One thing i was never clear on was if the directional "fins" were computer controlled or weighted/shaped to automatically adjust angles for spool up and top end.

I bet in the future you will see this type of design in conjunction with full ball bearing designs. Talk about impressive, it would really change the face of turbocharging on comsumer vehicles. Then again, im sure that turbo is quite pricey......

I live right near the Rancho Cordova boneyards, Maybe i can take a look there from time to time and see if anything happens to show up. OR i could always give them your number to call if one of those things shows up......Just a thought

 

Fatty-
They described the actuation of the airfoils as such

"He goes on to explain that the onboard computer senses when there is throttle demand and, depending on a number of variables, commands a hydraulic pump to increase hydraulic pressure in the line leading to the stationary turbo housing vanes. They angle slightly to decrease the air space exhaust gasses are flowing, increasing air flow that is spinning the turbo's vanes. Voila! No turbo lag."

I have thought about getting on a "waiting list" at some large wreckers