6.0.4 revisited
- Thread starter TheReelMuhcoy
- Start date
Guys, just a little background...
I've been talking to Jon (OP of the thread) over the last week or so giving him dozens of reasons to NOT do this project, but he is determined. He can score a stock set of 6.4 turbos cheap enough and has most of the hard parts to do this already. I think the biggest thing is going to come down to the tuning and the VGT control.
It's certainly not something I would try at this point, but maybe he will break through on this, he's pretty determined.
That said, I wish you luck Jon.
I agree, a 58V FICM isn't going to clean up larger sticks any better than a 48V. In fact I'd think it'd be worse if anything.
So the big turbo is a 65mm, with a tight housing. I'd stay under 205's personally, or go 205 with a small nozzle like a 50% (just read about someone doing that recently), that way you can just upgrade nozzle size if you want to go much bigger. Myself, I'd probably go 190/100%. That should be more than enough fuel for those chargers, based off of what the 6.4 guys are doing.
I've been talking to Jon (OP of the thread) over the last week or so giving him dozens of reasons to NOT do this project, but he is determined. He can score a stock set of 6.4 turbos cheap enough and has most of the hard parts to do this already. I think the biggest thing is going to come down to the tuning and the VGT control.
It's certainly not something I would try at this point, but maybe he will break through on this, he's pretty determined.
That said, I wish you luck Jon.
I agree, a 58V FICM isn't going to clean up larger sticks any better than a 48V. In fact I'd think it'd be worse if anything.
So the big turbo is a 65mm, with a tight housing. I'd stay under 205's personally, or go 205 with a small nozzle like a 50% (just read about someone doing that recently), that way you can just upgrade nozzle size if you want to go much bigger. Myself, I'd probably go 190/100%. That should be more than enough fuel for those chargers, based off of what the 6.4 guys are doing.
Jon, if you haven't already, download the coffee table books and start reading too. There are even specific books for the 6.0 turbo's... http://www.forddoctorsdts.com/articles/article-06-08.php
Breaking Habits
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Whats going to be interesting, is the fact that all the intercooler tubing is going to be a mess.. remember which sides are hot and cold on a 6.4 do NOT correspond to a 6.0. So either you'll be feeding through very oddly.. Im interested in seeing this.
kyle43335
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in for the story.
Redneck6.0L
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i've been feeding the intercooler backwards since 2006, no issues
According to that wiring diagram, the VGT on a 6.4 is controlled by a signal from the PCM. The PCM duty cycles the actuator by a command sent over the CAN network, which is then interpreted by the actuator and turned into physical movement.
How are you going to accomplish that without a PCM that has specific software for a mechanical VGT actuator? I know that 6.0 VGT is oil pressure controlled, could you take the signal for the VGT oil control valve and translate it to what you need? Maybe... but that is a hard wired component. The 6.4 actuator is decoding a signal sent over a high speed data bus...
Anybody have any thoughts?
How are you going to accomplish that without a PCM that has specific software for a mechanical VGT actuator? I know that 6.0 VGT is oil pressure controlled, could you take the signal for the VGT oil control valve and translate it to what you need? Maybe... but that is a hard wired component. The 6.4 actuator is decoding a signal sent over a high speed data bus...
Anybody have any thoughts?
TheReelMuhcoy
New member
Intake piping is least of my concern right now, but it will be interesting to see filter location/relocation.
Kris,
Thanks for the image, however it is too small to see anything... What I need to figure out for the VGT is the voltage/ohms or whatever it is that changes to tell the actuator what to do. Or maybe at least which pin on the VGT connectors do which function, and I can read the outputs from both engines... That could work.
Mike,
Thanks for the suggestion. Those things are great to help understand these confusing machines...
Redneck,
I'm guessing you're using compounds in your truck? Do you have a picture of your configuration that you would be willing to share? Might help me visualize how I will do my setp.
Kris,
Thanks for the image, however it is too small to see anything... What I need to figure out for the VGT is the voltage/ohms or whatever it is that changes to tell the actuator what to do. Or maybe at least which pin on the VGT connectors do which function, and I can read the outputs from both engines... That could work.
Mike,
Thanks for the suggestion. Those things are great to help understand these confusing machines...
Redneck,
I'm guessing you're using compounds in your truck? Do you have a picture of your configuration that you would be willing to share? Might help me visualize how I will do my setp.
vcassens
New member
Subed'
TheReelMuhcoy
New member
Looks like parts are complete.
6.4 Turbo's
6.4 Pedestal
6.4 turbo oil supply lines
6.4 Intake manifold
6.4 up pipes
Anything else you guys can think of that I may need from a 6.4 for the project? Or any other significant parts other than CAC piping I am missing?
Jon
6.4 Turbo's
6.4 Pedestal
6.4 turbo oil supply lines
6.4 Intake manifold
6.4 up pipes
Anything else you guys can think of that I may need from a 6.4 for the project? Or any other significant parts other than CAC piping I am missing?
Jon
redracer62
New member
The rest of the truck lol. J/k.
I'm excited to see someone do it. Good luck man!
TheReelMuhcoy
New member
Any one know what all changed with the block from 6.0 to 6.4?
The problem you will have is with the VGT. The actuator doesn't get voltage and ohm changes to make it operate. It gets a command over the network and internally converts the network command to an output.
To make it work you need to send it a command over the network. There are only 4 wires according to the diagram. Power, ground, and BUS+/BUS-. The data bus carries the command to the actuator frm the PCM. Without being able to copy that command, it won't work.
How are you goingto do that without a 6.4 PCM?
fat-fingered from my EPIC 4G
To make it work you need to send it a command over the network. There are only 4 wires according to the diagram. Power, ground, and BUS+/BUS-. The data bus carries the command to the actuator frm the PCM. Without being able to copy that command, it won't work.
How are you goingto do that without a 6.4 PCM?
fat-fingered from my EPIC 4G
Almost need some form of a stand-alone controller for the turbo's themselves. Then the 6.0 PCM would act just like it would with a non VGT turbo right? That could get tough...
Jon, didn't we read somewhere that Fleece offered some sort of controller for the 6.4 turbos, or am I making that up?
Jon, didn't we read somewhere that Fleece offered some sort of controller for the 6.4 turbos, or am I making that up?
Check out this thread: http://www.competitiondiesel.com/forums/showthread.php?t=67642&highlight=6.7+vgt+turbos
Also this may be of interest, if you can read through all the BS and smack talking haha. I don't have time to read through the entire thing, so not sure how much useful info is in there, but they were going to use two 6.7 (cummins) VVT turbos and a stand along controller to control them.... http://www.competitiondiesel.com/forums/showthread.php?t=58358&highlight=camaro+duramax
Also this may be of interest, if you can read through all the BS and smack talking haha. I don't have time to read through the entire thing, so not sure how much useful info is in there, but they were going to use two 6.7 (cummins) VVT turbos and a stand along controller to control them.... http://www.competitiondiesel.com/forums/showthread.php?t=58358&highlight=camaro+duramax
