Believe it or not, some turbos can come out of it if driven hard, but more often than not the turbo either needs to be pulled and cleaned, or completely replaced. Light-throttle and easy, steady-state driving typically causes vanes to stick, but any higher mileage turbo (100,000-plus miles) is at risk of vane seizure. Depending on which position the vanes get stuck in, you’ll either have great response down low but no top-end power, or vice-versa. When soot, carbon, rust and other forms of corrosion build up in the turbine housing, it can cause the vanes that direct exhaust gasses across the turbine wheel to seize up. Stuck vanes are one of the biggest problems experienced with VGT turbochargers. It has the ability to help meet stringent emissions standards and the capability of doubling as an exhaust brake, but they have several key weaknesses. VGT’s are great for instant throttle response at any engine speed. Read on as we explain the ins and outs of VGT failure, how you can avoid it, the best way to fix it and why fixed geometry turbochargers are making a comeback. As it turns out, many turbos are particularly failure prone due to their design not allowing them to survive the types of conditions that exist in the exit side of a diesel engine’s turbocharger. While instant throttle response, improved fuel efficiency and cleaner emissions are among a VGT’s strong suits, longevity, cost of replacement and all-out performance potential are not.
However, as with any whiz-bang technology, there are bound to be downsides-and variable geometry turbo’s have several of them. At this point, the general public’s view of diesels as being slow, laggy Neanderthals that perpetually clog up traffic was beginning to change. Then, with the unveiling of the 6.7L Cummins for the ’07.5 model year, Ram also made the switch to variable geometry technology. Everyone’s Doing Itįord’s employment of the VGT was also a sign of things to come, as GM followed suit for the ’04.5 model year by introducing a variable geometry turbo on its LLY Duramax (the 6.6L V8 that succeeded the LB7). And when combined with the new, 32-valve cylinder heads and higher pressure HEUI injection system, the 6.0L also produced 35 more lb-ft of torque (560 lb-ft) than the highest rated version of the 7.3L ever did (525 lb-ft). Despite surrendering 1.3 liters of displacement to its predecessor, the 6.0L Power Stroke came with a responsiveness that was light-years ahead of the 7.3L. VGT, Brought to the Massesīy no means did the diesel truck segment introduce the world to variable geometry turbo (VGT) technology, but when it debuted in 2003 aboard the best-selling Ford Super Duty, it was brought to the masses. Simply put, a VGT provides the ultimate in drivability-and it all but revolutionized the out-of-the-box performance of today’s diesel pickups. Throughout the rpm band and no matter the vehicle’s speed, response is quick and crisp. At high rpm, all restriction is removed and you get the impression that a much larger turbo is feeding the engine. drive side) of the turbo is increased, effectively making the VGT act like a much smaller turbo. At low rpm, restriction in the exhaust side (i.e. With the ability to vary the flow of exhaust gasses across the turbine wheel, variable geometry turbochargers (VGT’s) get us as close as possible to having the best of both worlds.
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