Mr Zeroclearence What the heck kinda turbo bypass design is this???

[Hard Headed Ken]

It looks like a bypass valve on the compressor side as well as the waste gate on the exhaust side. What's it used on?? Is it the best thing ever?? No lag, lasts forever, probably doesn't even need oil. Here's the item number 380290294638 on eBay. Detroit Diesel Garrett E23522454 Turbo NEW .47 A/R 1.04

Ken

[Zeroclearance]

Ken,

It looks like a Series 60 application.   You see the actuator used to open the internal wastegate.   The newer turbochargers are sized/designed to quickly spool BUT is fitted with a exhaust bypass or wastegate to control the turbine wheel/rotating assy RPM> which will control/prevent a overboost on the compressor stage.   

It does look like a Bypass Valve is fitted in the compressor housing.   This prevents a SHOCK to the compressor wheel when one shifts.

With the new emissions, and urea and particulate filters with CATs, the new turbochargers are variable nozzle/vanes that will allow the exhaust energy to focus on the turbine wheel (changing angle or pitch of the blade) to speed up the shaft RPM.   This will produce more engine torque at lower RPM's..   I was shocked to see a VTG Holset turbo (Cummins) on a new DD15 Detroit.

Edit>>  I haven't looked up the part number.

[busing704]

could this be used on a series 50   Thanks

[Hard Headed Ken]

I'm familiar with the VNT turbos. My 14 liter DDEC V Series 60 has the VNT turbo which seems to be like a variable A/R ratio. If I'm not mistaken it will build boost at idle to assist with the EGR process. That means if controlled correctly could eliminate turbo lag between shifts. I'm familiar with the term "bark the turbo". I think that's what the performance diesel guys call the shock between shifts that you mentioned. It occurs when the boost pressure has no where to go. I see how the bypass on the compressor side could stop or reduce the overboost between shifts. So here's the questions. Lets suppose I have 3 options on this 14 liter with an automated shift transmission (not automatic) I'm installing.

1 I'm able to remove the EGR functions but retain use of the VNT function. (Is the VNT turbo reliable?)
2 Go back to a DDEC IV type ECM program and a tradition wastegated turbo.
3 Use this new design turbo (properly sized of course) with the bypass on the compressor side and the   
   DDEC IV ECM program

Input from anyone is welcomed.

Thanks,
Ken

[TomC]

This is one of the many things that are so neat about the new Detroit DD15 and DD16.  They use a simple non waste gated, turbocharger.  Why-because of the turbo compounder that maintains a good circulation through the turbocharger thus eliminating the waste gate or variable vanes inside.
On the DD13 that does not have a turbo compounder, yes it still is using a similar turbocharger as the Series 60.  Good Luck, TomC

[Zeroclearance]

Ken, the VNT turbochargers will create more back-pressure and higher EGT.   The jury is out to see how long these engines will last with all the EGR and garbage shoved on these engines.   I think that the new 14 liter engine is a awesome platform.   I'd encourage you to backdate to the DDEC 4 engine management system.   I'm running it on my engine.    Lag isn't bad with my hopped up K31 turbocharger>wastegated.

[Hard Headed Ken]

My original plan was to do as you suggest and use the DDEC IV ECM and turbo setup. I guess I'll continue with that plan. I'll be in touch. Thanks for everyone's input.

Thanks,
Ken