(continued. Why do we still have a 10 image limit here?)
For the exhaust, I didn’t just want to slap together a laser cut inlet flange and massaged to fit pipes. Instead, I designed a tight-fitting Y-pipe inlet with a bank divider to improve flow velocity and reduce turbulence. It took about 10 design iterations, plenty of fitment checks, and CFD simulations, but the final piece should work beautifully.
I'm using the the plastic 3D-printed prototype for fitment—final version will be 3D metal printed in GH3625 Inconel, a seriously impressive “super alloy.” Also the stock 718 turbine inlet as a comparison.
Stock 718 exhaust:
I chopped up my old setup and tacked in some new pipes from the headers (321 stainless). ER-347 rod welds it beautifully to GH3625. I’ll eventually build new headers, but my bargain-bin set has somehow held up to years of abuse, so they’ll do for now.
VGT Control
This is where things get really fun. As a MoTeC dealer, I have access to all the right info. MoTeC USA shared the actuator control details, pinouts, and connector part numbers. I also have full MoTec mapping for the engine and VGT system, so integrating it into my M150 ECU should be straightforward.
I’m also considering developing a standalone universal controller for these VGT actuators. Not every ECU can handle VGT control, but a simple programmable microcontroller (like Arduino) with some trim pots and supporting hardware could make it possible for nearly anyone.
Current Status & Goals
The turbo is mounted, and most of the puzzle pieces are in place. I’ll finish the exhaust once the engine goes back in—which should be in a couple of weeks.
Performance target:
Similar peak power to the EFR 7670 it’s replacing (around 414whp)
But with boost coming in as much as 1000rpm sooner
That change alone will completely transform the driving dynamics for the better.
More updates to come! Once everything is thoroughly tested, I’ll also make the adapters and components I’ve designed available to others who want to try this tech.