Join Date: Oct 2013
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I think i will implement it with a toggle switch as i have it already then because i feel the same way, thanks for your input.
The controller works by closing the vanes in the turbo in order to maintain 35 - 40 psi of backpressure to keep it simple. There is a lot of other things that go on behind the scenes so if you want to know all of the specifics let me know.
I have read some of the stories about it is not good for the turbo and whatnot but in all honesty, that is a joke. Under full throttle conditions the turbo sees upwards of 50 psi of drive pressure. The vanes are also constantly moving under normal driving conditions (especially during city driving) so this does not put additional stress onto the turbo itself. In regards to valve damage due to an exhaust brake that is possible if you exceed what the valves can withstand in regards to back pressure. I have contacted several companies (including valve spring companies) about the 6.7 powerstroke and they all said it can handle 50 psi of backpressure before valve float will occur. I have restricted the exhaust brake controller to only 40 psi to ensure valve float and in turn engine damage does not occur.
Also as a side note, the gm trucks use a turbo vane system simialr to that of what is in our trucks which are both made by garrett/honeywell and the gm exhaust brake is doing exactly what my controller is doing. The advantage to the gm trucks is that they can handle upwards of 60 psi of backpressure before valve float and therefore have a stronger exhaust brake.
2012 F350 Dually 6.7 Powerstroke
Full Air Ride Suspension Built and Designed By Myself
6000K HID Headlights