all 6.0's have the EVRT. International changed supplier of the turbos. No longer Garrett anymore.

 

<On the 6.0, is the turbo always engaged or does it only "come on" under loads or certain conditions?>

<Yes, the turbo is on all the time. If you dont hear it whistleing then it isn't working, if that is your question. Now the TURBO is Electronicly controlled, thus, the name EVRT. Whis stands for Electronic Variable Response Turbo>

To take it one step Further... A turbocharger is a heat engine, not a pressure engine. So, yes while the turbo is spinning when the engine is firing, there is so little heat in the exhaust, that is produces little to no work in the turbine section (work being the compressor half- pushing air). The radial turbine section works with 2 main parts- a nozzle and blade, but the nozzle is really a stationary blade. As the exhaust flows through the nozzle its pressure decreases and its velocity increases and this high velocity gas "Pushes" against the turbine blade causing it to rotate. The more heat (BTU's) in the exhaust the higher velocities you can get and more output from the compressor. So as you go to full throttle, the heat in the exhaust has a ton of BTU's which are used to speed up the turbine which speeds up the compressor- moving more air allowing more fuel to be delivered. So the higher amounts of heat need for fuel, but the additional fuel requires more air. Quite a catch 22! This is turbo lag. We inject more fuel inefficently to get heat (hense BLACK smoke) and have to wait for the air flow to increase from the compressor. When the air catches up, hold on cause these 6.0L's get up and go!
The other issue is a turbine this side has a very small working band, but a larger turbine has a much more inertial mass causing slow reation times. To help this, the EVRT is being use on smaller turbines to keep them small and fast reacting, but enlarging the effective working band. It works by having a moveable nozzle block which means the nozzle can be reduced in area to allow higher velocities with less btu's but can open up to prevent overspeeding the turbine at hight exhaust gas temperatures. The waste gate on older models is replaced by this EVRT- a HUGE techinlogical advance. Ever turbo will have some similar mechanism in the future.

Any questions or corrections?

Hope this helps to understading the TurboCharger.

Joe

 

All of my problems started at 680 miles on truck, now have 9,200.
rear main seal, total 2
transmission filter housing, cracked total 2
Egr valves, total 3
mass air flow sensors total 2
turbo total 2
mod. for temp that controls fan total 2
running boards that came on it was scraped on bottom, replaced
drivers mirror cracked, on delivery,replaced
steering wheel, leather pealing, on order now
leather captain chair cracking, on order now
front end out of line, toe.
smart door lock broken, would lock all the time even when key was in it
several engine flashes
transmission flashed, now tow haul mode doesn't work all the time. will chirp tires at times down shifting
redone doors as they rattle, "ext cab"
has very bad vibration starting out with camper hooked up

Note, they have fixed all of this but I'am wondering just what is it going to be like with more miles on it. Don't really trust it any more.
,

 

whats the psi range on a normal unchiped stock factory turbo? thanks

 

I have seen up to 24.5- I have never seen 25, even though I have tried! I have yet to tow anything heavy, but I would guess up to 27-28 with a Max load and a steep grade.

 

Six Liter Fan: Thanks a lot for the turbo explanation! Do you think it would be wise to get an Air-Raid Intake as a first mod since the stock air intake cannot keep up? or stick with gauges?

 

thanks a lot!!!

 

I would install gauges first. They will be important if you ever do make performance modifications.
I feel the stock intake is more then adaqute. If you look at the stock air filter you might be amazed at the size of it. I just replaced my stock air filter as part of my 30,000 mile service, but it was a waste of money. I was hoping to gain some MPG back, but I saw no difference in either Boost or fuel consupmtion.
I would look more to the exhaust to find lost power, but some people are posting issues with the lack of back pressure creating too much boost.

 

SLF: Do you have any more info on what type of exhaust systems these people are having problems with?

 

I have only seen a few postings here, no specific vendors. I am curious to see what time shows with aftermarket pipes. Also, it will be interseting to see if issues only arrive with Turbo back changes, or if Cat back produces concerns as well.
Back pressure on an exhaust is always a loss of energy but by changing the level of back pressure on this engine may not have the desired effect of gaining power. I would imagine that the designers knew the back pressure the stock exhaust and Cat would create and designed the trubo and especially the EVRT system using this number. We know that removing the cat will drop BP and let the turbo move more air, but can the computer effectivley use it, I am not sure.


Here is one post that might apply...Was it exhaust or something else?
https://www.ford-trucks.com/forums/s...hreadid=195106

 

Good call, I just bumped the thread - maybe we can get some more views on it and people will express some more opinions