HE300VG OR HE351VE Variable Geometry TurbochargerS - TCCoA Forums
 
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post #1 of 7 (permalink) Old 06-27-2019, 12:45 AM Thread Starter
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HE300VG OR HE351VE Variable Geometry TurbochargerS

Hey there...

Has anyone ever installed one of these huge HE351VE or HE300VG turbos (they're almost identical, with slight internal differences) on their 4.6 or 5.0 MN12's?

These 51lb monsters come stock on 6.7 Ram diesels and there are already some people on other forums like DSMTurbo, Turbotalk, and HomeMadeTurbo who have already used them with some success on smaller displacement gasoline engines like 2.0 or 2.5L but I cant get a reliable (or at least, hands-on) answer on using them on a V8 for the life of me.

I saw a young guy on Youtube, named Kyle something, (IIRC) who installed one of them on his 4.6 Thunderbird and the turbo response was awesome, no lag at all, instant boost!! ... !... but the kid didn't install a bypass on the intake and the turbo was surging terribly when he let his foot off the throttle... I can't find his videos anymore to get more info from him and the last time I spoke to him on Youtube he said the car had already been sold without the turbo... so, no way of getting more info from him.

The information I have about these turbos (don't quote me on it, though) is:

The compressor wheel is a seven-blade, titanium, 60mm inducer, (similar to an HX35 compressor or so the VGT gurus say on other forums) So if anyone is running a single HX35 (or close, for comparison purposes) I'd like to know what his opinion is on his single turbo set up.

The turbine side (nozzle area) goes from 5cm^2 when closed up to 25cm^2 when open.

They flow up to 67 lbs/min... supposedly good for about 600 hp


My goal is only a low-boost application on my 94 4.6, I guess up to 12 psi max, no more... (that is, if the compression ratio and pump fuel will let me do that, if not, I'll dial down boost pressure to whatever is necessary to keep engine from knocking) I will not be installing stronger internals or modifying the engine at all, maybe rings (and only if compression is way below specs) and valve seals, apart from that, engine will stay stock.

I suppose I'll make around 400-450 hp with that kind of boost...

Comments, please?

Thanks.
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Last edited by Turboedmav; 06-27-2019 at 12:55 AM.
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post #2 of 7 (permalink) Old 08-20-2019, 08:44 PM
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I work on X15 series at work all day they can definitely build boost and are readily available, the bigger question is whether or not you can actually utilize the vgt otherwise it's kind of pointless.

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post #3 of 7 (permalink) Old 08-21-2019, 05:32 PM
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If it's a 60mm 7-blade and 67lbs/min, it's probably closer to a super HX40. If it is, you're good to go. I estimate you'll need between 50 and 55lbs/min. What's your redline?
I have a garrett with 62mm inducer/ 82mm exducer 0.7 A/R for my 5.0L. Haven't installed it yet so I can't tell how it goes, but it should be fine for my setup.

How are you planning on controlling the vgt?

May the downforce be with you.
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post #4 of 7 (permalink) Old Yesterday, 04:42 PM Thread Starter
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Originally Posted by ErwinN View Post
If it's a 60mm 7-blade and 67lbs/min, it's probably closer to a super HX40. If it is, you're good to go. I estimate you'll need between 50 and 55lbs/min. What's your redline?
I have a garrett with 62mm inducer/ 82mm exducer 0.7 A/R for my 5.0L. Haven't installed it yet so I can't tell how it goes, but it should be fine for my setup.

How are you planning on controlling the vgt?
Thanks, I'm crossing fingers the turbine side won't be terribly overflowed and pushing the compressor side way out of its better efficiency "islands".

This guy already took care of the controlling issue coupling the stock actuator with Arduino-based hardware. He uses shaft speed as the main input to keep the hardware informed about happenings in the turbo. I'm really excited about this possibility and really hoping I will be able to take advantage of the VGT aspect of this... if the turbine side turns out too small for my ambitions, then I will just have to use it as a regular turbo, which will suck, of course.

http://www..com/lilbb
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post #5 of 7 (permalink) Old Yesterday, 04:58 PM Thread Starter
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Originally Posted by Chris_Murder View Post
I work on X15 series at work all day they can definitely build boost and are readily available, the bigger question is whether or not you can actually utilize the vgt otherwise it's kind of pointless.
Yes, as I responded above to ErwinN, the controlling issue has been taken care of by using the stock actuator coupled with an Arduino-based solution.

It is the exhaust volume vs. turbine side flow capability @ wide-open setting what may ultimately ruin my plans of taking advantage of the VGT successfully. I guess I'll slap the thing it and see how it all ends up.

http://www..com/lilbb
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post #6 of 7 (permalink) Old Today, 11:08 AM
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Quote:
Originally Posted by Turboedmav View Post
Yes, as I responded above to ErwinN, the controlling issue has been taken care of by using the stock actuator coupled with an Arduino-based solution.

It is the exhaust volume vs. turbine side flow capability @ wide-open setting what may ultimately ruin my plans of taking advantage of the VGT successfully. I guess I'll slap the thing it and see how it all ends up.

http://www..com/lilbb
Link at the bottom of the post doesn't work.

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post #7 of 7 (permalink) Old Today, 12:22 PM
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If your main concern is the turbine being to small for the exhaust flow, you can always use a external waste gate in combination with it and only activate it after the VGT is maxed out. That way you keep all functionality of the VGT.
I would use boost pressure as main input, because this is directly related to combustion pressure and torque of the engine. Shaft speed is not directly related to boost pressure and requires an extra sensor. You probably already have a MAP-sensor for controlling the injectors. Maybe you can use a spare output from the ECU to control the VGT too?

May the downforce be with you.
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