Fortunately, a few companies have released a variety of different turbochargers that are a direct replacement for your stock VGT. Sure, the actuators have been updated, and yes, they are working better now but a replacement turbocharger is not bulletproof. That’s a lot of money to spend on a stock replacement. A new stock replacement turbo will cost you around $3500 CAD just for the replacement turbocharger (depending on where you get it) and then you’re looking at 6 hours of labor for installation. Now for the painful part! These turbochargers have some great features, but it comes at a price.
#6.4l with egr remover will it still start install#
This can buy some time, but do you really want to pay someone to pull a turbo out and then 2 or 3 months down the road, pull it out again to install a new one? If you are doing it at home in your garage and you’ve got some time, sure it’s worth a shot, but to pay a shop to do it can get pricey, especially with no guarantee of fixing the issue. This can help for sure, but most of the time it will not permanently fix the issue. This can very quickly cause a blown headgasket as all that pressure needs to go somewhere!Ī lot of times people will want to take the turbo out, split it apart, and clean the steel ring and housing. This isn’t just an inconvenience, it can be devasting for your engine as it’s essentially forcing as much pressure as you can at the turbo, and if it’s stuck closed it will create massive spikes in pressure between the engine in the turbo. Either a sudden loss of their exhaust brake or their exhaust brake will stay activated even when accelerating. This can cause any number of issues on your Cummins but the most common thing we hear is that the customer is having an issue with their exhaust brake. Typically, we see two common issues with the VGT on the Cummins engine either your steel ring inside the turbo gets stuck or the actuator fails and cannot communicate with the computer anymore.
When you let off the throttle, the vanes move in as close as they can to the turbine wheel, by doing this, the turbo is creating immense pressure to hold you back while decelerating.Īll the features above sound great, and they really are, but it’s a system with many intricate moving parts that rely on each other to function properly. This is actually how the integrated exhaust brake works on the Cummins engine.
Throughout your drive, your ECM is constantly monitoring your exhaust pressure and adjusting the vanes in your turbocharger to ensure that it stays in spec. This increase in pressure builds boost faster and harder - once you get up to speed the actuator pulls the vanes away from the wheel and allows some of the gas to slip around the turbine without forcing it. When you take off from a stoplight, the vanes are pushed tight against the wheel forcing all the exhaust pressure to drive the exhaust turbine. This is controlled by an electric actuator on your turbocharger that controls the movement of this steel ring - this actuator is monitored by your engine's computer system. As the steel ring rotates, the vanes move closer or further from the turbine wheel inside the housing creating more or less pressure between your engine and your turbo. If you were to pull apart your Variable Geometry Turbo from your Cummins you’d find a steel ring attached to a bunch of fins (or vanes as they’re called in the automotive world). This probably isn’t how the engineers would explain a VGT, but you get the idea. Even though it’s the same amount of water coming out, you’ve created a lot more force by controlling the size of the opening. Put your finger over the end of the hose, and you can get it to shoot halfway across your lawn. Think of it like a garden hose, when the tap is all the way on, the water shoots out the hose a couple of feet but that’s it. VGT is offered in all-new diesel pickups, and each manufacturer controls their turbo in their own way, but the common function is to control the exhaust housing size, which in turn will control how much exhaust pressure is forced to turn the turbine wheel of the turbocharger. We get countless calls about Cummins VGT failure, and usually, the first sign you’re going to notice is that you’ll suddenly have no exhaust brake. However, the downside to this turbo is a common failure that the turbo sees. A VGT turbo has many advantages such as a decrease in turbo lag while taking off from a stop, integrated exhaust braking, and infinite adjustment to load demand while driving. This was the first Cummins in the pickup line to offer a Variable Geometry Turbocharger (VGT). The 6.7L Cummins engine was first introduced halfway through 2007 in the Dodge Ram Heavy Duty Pickups.