Has anyone tried utilizing a variable vane turbo on their Honda? It's big with diesels and Porsche also uses them. If you don't know what they are, basically you can change your exhaust housing size either with a dial or at a rising rate with RPM. What this means is instant spool and flat torque across the board because you can alter the flow.

 

I think it would be really cool on a little 4 cyl. No wastegate? Electronically controlled? Sounds pretty sweet to me.

 

Aerocharger uses variable vane technology but at a cost of $2500 a pop for 350hp- 400hp. I have not found one honda with an aerocharger but people in the atv world rave about them.
aerocharger.com

 

There's more than one company that makes vgt turbos....

 

The crutial aspect here is how do you control it? Actuators and position sensors would need to be controlled by the ECU. You'd want a turbo speed sensor and PR sensors to tune this VGT system. It would require a full standalone EMS.

 

Exactly, it would require extensive tuning and custom work. You can pickup used Powerstroke 6L VGT for $200-300. I know Garrett makes VGT but it's not hugely available.

 

Someone did one on a nsx, Seems like they don't like high psi? From what I read. And it was a aerocharger.

 

im not sure your definition on high but my f250 get to around 27 psi and its stock...

 

Controlling and tuning it would be the most difficult part of this project...

Engine VE changes as the turbine changes angle... You may need to convert to a much higher resolution MAF sensor for tuning instead.

 

In the video in the FAQs (still don't know how people skip this) it talks briefly about Variable Vein.

At 4:09 of the video, you'll see the pros/cons of attempting to use this.

http://www.youtube.com/watch?feature...v=vGhlgphrBxA#!

 

http://www.nsxprime.com/forum/showthread.php?t=158561

 

How do the GM guys get away with this? My uncle has one on his Daytona. He looked at me funny when I asked how it was tuned.

 

It can be tuned with speed density, but there will probably be a lot of gaps in the tuning. If the stock ECU has multiple fuel/ignition tables based on vane position, then that would work too. Most of the OEM turbo cars use AFM's or use some sort of airflow metering system anyway.