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  #31  
Old 06-02-2020, 09:53 AM
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Originally Posted by Sleepersilverado View Post
I did not read all this but I bought a set as I was putting the motor back together and I found out the stock ones were not true anymore. Did not know that but I suppose when Cody had truck getting compounds that pass side was changed to 16+. Anyway I got lucky and BD sold me the new pass side while it was still a R&D part. They are beast compared to stock.

Believe it or not had more clearance on head studs than factory.
Are you the guy that bought Cody Gorman's regular cab truck AKA Morgan Primm's 2011 white regular cab ?
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2017 F350 CCLB 6.7 SRW Platinum - No Limit, Warren Diesel, Exergy, FASS Fuel Systems, Taterbilt Turbos, OUO, KING Racing, PMF
  #32  
Old 06-02-2020, 08:06 PM
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Are you the guy that bought Cody Gorman's regular cab truck AKA Morgan Primm's 2011 white regular cab ?


Yup
  #33  
Old 06-04-2020, 01:27 PM
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Yup
Hows that thing doing? New motor right?
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08' F350 6.4L EC/LB FX4 - long gone.

2017 F350 CCLB 6.7 SRW Platinum - No Limit, Warren Diesel, Exergy, FASS Fuel Systems, Taterbilt Turbos, OUO, KING Racing, PMF
  #34  
Old 06-09-2020, 09:34 PM
Sleepersilverado Sleepersilverado is offline
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Hows that thing doing? New motor right?


New motor and trans, slowly going back together and redoing somethings when I have time. Now have to pull trans again and send back. Thought about trips but just need to get it back together as it is covering half my shop.
  #35  
Old 06-09-2020, 09:57 PM
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New motor and trans, slowly going back together and redoing somethings when I have time. Now have to pull trans again and send back. Thought about trips but just need to get it back together as it is covering half my shop.
Nice. Is it still the same turbos and fueling as it had when You bought it ?

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08' F350 6.4L EC/LB FX4 - long gone.

2017 F350 CCLB 6.7 SRW Platinum - No Limit, Warren Diesel, Exergy, FASS Fuel Systems, Taterbilt Turbos, OUO, KING Racing, PMF
  #36  
Old 06-10-2020, 10:10 PM
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Yes
  #37  
Old 06-23-2020, 12:00 PM
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Here’s what I can determine about the exhaust flow improvements of the BD manifolds.
The goal is to retain exhaust energy (heat, velocity, and pressure) before the turbo, this will improve efficiency and response. So everyone is aware I replaced my turbo with an updated steel bearing SST, a wicked wheel 2, the BD manifolds, and coated the exhaust components in Zybar all at the same time. The only modification I had for both before and after was the S&B Open Air intake. Still emissions equipped and running factory tuning.
I haven’t found a good way to export the numbers off my phone so I am staring at data log graphs and reporting numbers to the best of my abilities. I’m going to do this a bit backwards and give the after numbers first in their peak form. This is because the after numbers did not reach the same peak of the before numbers for direct comparisons of each variable.

After:
Peak:
Boost 11 psi, inst fuel rate 0.11 gpm, commanded fuel rail pressure 17000 psi, commanded vgt position 30%, EGT 500 F, Fuel power 75 hp, MAP 27 psi, MAF 450 kg/hr, vgt position 45%

Before:
Peak:
Boost 14 psi, inst fuel rate 0.17 gpm, commanded fuel rail pressure 22000 psi, commanded vgt position 32%, EGT 575 F, Fuel power 120 hp, MAP 31 psi, MAF 650 kg/hr, vgt position 37%

Before:
Comparable fuel power:
Boost 10 psi, inst fuel rate 0.11 gpm, commanded fuel rail pressure 17000 psi, commanded vgt position 35%, EGT 500 F, Fuel power 75 hp, MAP 27 psi, MAF 400 kg/hr, vgt position 50%

While I recorded some higher peaks before, there doesn’t seem to be much difference in similar situations. I am flowing slightly more air and the vgt position is slightly more open. The MAF difference could have several reasons. The vgt is more telling as the vanes don’t need to be actuated as much to maintain the airflow requirements. What I don’t know is how much of this is due to a more efficient compressor wheel (lower required turbo shaft speeds to supply the same air) or the flow improvements in the manifold (higher retained exhaust velocity reaching required shaft speeds easier). From all this I gather that there are probably improvements being made even at lower power levels. It’s just really hard to quantify exactly how much and from what component. My best guess makes me lean to the conservative answer of “minimal performance improvements”. I wish I had a back pressure gauge that made sense and a better placed EGT sensor for some more direct before and after. Back to back dyno runs would also be helpful.

Overall I am happy with my upgrades. I believe they all contribute to added reliability for my truck while also improving performance and efficiency. Since I was going to be this deep into the engine valley replacing a surging turbo, I was going to do as many other upgrades in this area as I could that made sense for how I use the truck. I do not want to be that far into the engine valley again for a long time. I’m still gathering data for myself to see if I can put numbers behind the seat of the pants improvements I can feel.
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  #38  
Old 06-26-2020, 04:24 AM
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Awesome to see there's more info being collected.
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