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Hey guys, i was at my friends shop and found a 6.0 diesel garret turbo that he doesn't need anymore, and since i am hoing to turbo my m30 wanted to find out if i can use it. The p/n is 1837984C93. I am shooting for something around 300-400 hp and just wondering if this snail will do the trick. Thanks

I may not be the most reliable source of information on this seeing as all i have done is read about such things, but....... From what I have found That should be a GT3782. I posted up a pressure ratio and CFM calculator on here not to long ago if you want to try to check for yourself. In my opinion the compressor map looks a little better than an HX40 which has been used succesfully on an m30 before by Good&Tight. As i say this i should mention i have no experience turboing an engine, yet, and also i would be scared of surge on both this turbo and the HX40 and i am amazed that it worked so well in the past.

How do you plan on controlling the VGT actuator?

That's what I was going to ask next. How can I control it? Is there any possible way of controlling it?

I know what the actuator does, I have messed with semi-truck diesel engines before.

All I need is someone who has done something like this, and can lead me the right way, because I got this for free, and I am just looking for options if it is possible to run it with modifications.

I'll take it if you don't want it

People have actuated it based off of manifold pressure or utilizing functions of megasquirt. I think the easiest way is to use some kind of pressure based actuator, where it reverts to "closed" in vacuum and opens when pressure is added. There are a few threads on this on other forums where it was implemented successfully.

Edit, check this awesome stuff. http://www.4btswaps.com/forum/showthrea ... Controller

I'm pretty sure this turbo isn't the best way to go. Couple that with the fact that it has a non-standard exhaust flange and I wouldn't screw with it. Have you taken the exhaust housing off yet? It's probably pretty nasty inside if someone removed it. Once the vanes and ring get corroded it means trouble.

Oh, and the VGT operates off oil pressure, and your typical M30 probably doesn't have consistent enough oil pressure to operate it, well...consistently.

Ive just taken it off, the exhaust side is not bad, but it had a bit of oil on it, took of te intake side it was clean, now i will try to split up the middle section and see maybe the seals are bad, if the turbo is shot then i guess i will go back to the different turbo setup.

Again, i'll take it if you don't want.

One of the biggest issues besides controlling the CAN based actuator is that the turbo is not designed for gasoline exhaust gas temperatures. VGTs typically have a ~50°C lower turbine in temp limit than a comparable non VGT diesel turbo. Couple that with the fact that diesels operate with turbine inlet limits around 700°C whereas gasoline engines will operate with limits in excess of 900°C. This additional 200°C of inlet temperature WILL kill a turbine. I have no idea if the sizing is correct or if you can make the actuator work, you still have to overcome the problem that the turbo was not designed to operate at the kind of temperatures it will be subjected to.

Doesn't make sense to go cheap and compromise on the most critical component of a turbo system. Do it right or don't do it IMO.

I would investigate the availability of a more conventional turbine housing for it. Get something with standard flanges and you may end up with a nicely sized GT series Garrett on the cheap (which is extremely far from a cheap turbo).

6.0's were so good Ford sued International then made their own motor........which also has problems.

The Ford 6.0 is a very robust and reliable engine after it is de-smogged. I baseline a 6.0 just like an M30, it's just substantially more expensive.

Take a look at a thread like this, where you can see a Holset vgt setup in Supra.
http://www.supraforums.com/forum/showth ... -VGT-Turbo

There are a few aftermarket companies that make standalone controllers to control the CAN vs
a mechanical controller. I emailed one of the aftermarket companies at one point, and there
are several who have used the He351vgt on their gassers for 3 years now and no turbine failures.
Perhaps because those using the turbo are not exceeding 20psi whereas a diesel can run 40.

A comment from one of the standalone tuners sent this to me last year:
"The HE351VE has a 60mm compressor and a 60/70 turbine. The exhaust housing closes down to 3CM^2,
however the use able side is only 9CM^2 and greater for driving. If using Megasquirt, the PWM outputs
would need to be configured-- you would need to configure the output to sent 0-5v in .5v increments for desired turbo position."

"sounds easy enough"