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Well picked up a new to me turbo. With the frustation of the last turbo sold to me as a 66mm unit and being build as a 58mm unit. I have being hunting for a new turbo. Well picked up a borg warner s300v. Now their seems to be two main versions of this a t3 flange and t4 flange, now the very little information around this turbo, the t3 is 56mm and the t4 can be a 56 or 60mm all have the same 69.5mm turbine wheel. All 56mm versions are cast compressor wheel. Now the internationals runs this turbo strictly 56mm. John deere runs both basicslly 6068 engines run 56mm and 6090 run the 60mm.
Now this thing came off an 6090 deere john fancier built turbo one could say. Titanium tubine wheel and billet compressor wheel. Needless to say it should spool fast, needs a good cleaning its dusty and all the vanes move at least. Next night off, on straight night shifts 5 days a week, disassembly clean everything cut off acutator mount and plan on running it off an air cylinder being ran by drive pressure and a spring to hold shut. Put in an adjustable low stop as the vanes close enough to make the engine run very very bad great exhaust brake but works too good. Putting this in with my new intake that I made with help, need to learn how to tig.
This turbo vgt is the same as 6.0 fords just ran on the outside with a stepper motor. Install to come just have to wait a bit.
Tore down most of the turbo compressor wheel is definately billet looks more like aluminum to me. Vanes do cycle sticky at the high end mostly like just some build up on the unision ring and from sitting at open for an unknown amount of time. Vanes travel quite abit from closed to fully open, closed is very closed thats why the adjuatable low stop is needed it will chole out the engine. Only problem dont have the right socket for the 12 points. Not 10mm not 9mm not 3/8 or 7 /16 very annoying.
Back of the engine, got cover used some stove cleaner for the soat and a drill for the pins on unison ring no sticky anymore. The vanes werent sticky at all unison was all the sticky problem.
Finally got a couple hours in over the last few days bolted a spare manifold onto the spare engine and intake started with some fitting of the mount and up pipe mounted the ram for the vgt. Had to put a high stop in after cleaning everything vanes would open to the point where they would hit the turbine wheel. Fee little tweaks and good spring for the vanes.
The dodge holset he351ve's use the same control setup with the stepper motor if you need to look up how to control it.
I believe 91dirtydiesels runs that dodge turbo and he has a variable pulse width box hooked to it. Only downside is you have to manually control it with a ****, but it gets the job done and there only like $10
When I get around to it I'd like to build an actual controller for it with different maps for unloaded vs loaded and such. Exhaust brake should be doable as well. I'm just not very familiar with the software side of how to program it, but I definitely would like to learn. I just haven't been able to find a sub 400-500 turbo locally yet.
Drive pressure from passenger manifold plan on drilling and tapping a port go than through cooling winding and filter for the soot. Spring for return and the otherside plan on hooking up an air line on a switch for exhaust brake. Zero electronics. Keeping it simple easy to drive.
Update!! Slip the turbo in it almost fits with no massaging turbine section is hitting the cab. Just fits thou was a bear to weasel it in the back. Going to have to move a few things around thou.
Could you use a BFH to massage the firewall? That might be easier than doing a body lift.
Spent half a day doing it to get decent clearences everywhere. Fine tuning fitment. I also have cab bushing that have to be done it would be two birds one stone.
