every who wants a single turbo

[madman1234509]

Kinda hard to tell what going on between the up pipes/wastegate/turbo. Is that wrapped piece with the sensor sticking out of it the stock piece for the turbos or did you make that? How is spool up?

 

[powerlifter405]

The HP turbo is the only VGT

ok, understood the 7.3 a lot better.

High pressure is the small turbo.

Low pressure is the atmospheric turbo or large turbo. Always the one that the air filter is hooked too.

High pressure is the only one with a vgt

Both turbos are separate housings they are just manufactured to fit together in a tight spaces

Ok, that explainededit:morons: I feel like an idiot trying to figure it out. Makes sense now. Thanks for the quick, simple explanation.

You mentioned the VGT being under utilized, why you think that??

 

[BFT]

Thanks for posting the pictures.

No problemo.
One more from the top

 

[Dzchey21]

ok, understood the 7.3 a lot better.




Ok, that explainededit:morons: I feel like an idiot trying to figure it out. Makes sense now. Thanks for the quick, simple explanation.

You mentioned the VGT being under utilized, why you think that??

because unlike a 6.0 the 6.4 vgt housing gets VERY big, and can actually support alot more turbine flow that people think, as long as the primary turbo has a large turbine, the vgt can pretty much support it with little or no wastegate between stages

 

[Ipkyss]

because unlike a 6.0 the 6.4 vgt housing gets VERY big, and can actually support alot more turbine flow that people think, as long as the primary turbo has a large turbine, the vgt can pretty much support it with little or no wastegate between stages

So how big of a low pressure do you think you could feed the stock VGT with?

 

[Dzchey21]

So how big of a low pressure do you think you could feed the stock VGT with?

big as you want, i dont think it would drive all that great as the stock 53mm turbo wont flow very much air.

To break that down i would say that from 0-300 hp it would be ok, and then the gap between 300- and whatever you are looking to make might not drive all that great, the stock vgt will run out of air, and the big turbo might not be moving much air yet, so it might be smoke free, then smoky, then clear up again.

The reason why the 63mm vgt that elite uses works so well is because it spools fast from 0-500 hp or so, and by then your big turbo should be lit and moving a good amount of air, all of that comes down to sizing, i wouldnt run anything over a s475 or a gt42 with a stock high pressure turbo. but at the same time, i dont feel that the stock high pressure turbo would become a "restriction" and rob hp, the cylinder head is the restriction more than anything.

 

[bigastrk]

At that point you are spooling basically a 66 on its own so you would get a feel for it as it would be as a single.

This has peaked my interest. Sorry for the slight derail..... So if I was to unplug the Vgt actuator I could have an idea of how the truck would run with a single 66? I say this because I am interested in putting my 66 that I have on it but am worried that towing will be greatly affected. So if this give me an idea of what it would run like I am all for trying it.

 

[Dzchey21]

Yea it will give you an idea the high pressure is still going to do something so imho its going to still spool faster than a single but you will get the general idea

 

[bigastrk]

Yea it will give you an idea the high pressure is still going to do something so imho its going to still spool faster than a single but you will get the general idea

Thanks. I am going to give it a shot. Curiosity is killing me. So is the wife. Lol

 

[Charles]

big as you want, i dont think it would drive all that great as the stock 53mm turbo wont flow very much air.

To break that down i would say that from 0-300 hp it would be ok, and then the gap between 300- and whatever you are looking to make might not drive all that great, the stock vgt will run out of air, and the big turbo might not be moving much air yet, so it might be smoke free, then smoky, then clear up again.

If you see something like the above.... imo, I would say you need to loosen up the gate, or open up the VATN a bit on the second stage because you are robbing too much drive spinning it excessively for no reason and actually slowing system spool.

On my truck, closing down the gate and lighting up the 38R faster and harder actually makes the truck slower, and actually causes an "in power..... out of power..... back in power" kind of deal as each charger lites off separately, as you described above.

But by simply letting substantial amounts of drive start to escape around the little charger at say 25 to 30lbs manifold pressure, instead of say 50lbs manifold pressure, the system as a whole will come on line MUCH sooner, and the truck will make linear power and pull much harder, much faster.

I can't imagine why this would be any different on a 6.4.

The problem is that most times everything in your body is telling you to tighten down even more because it's got this dead spot, when in my experience, loosening things up on the second stage has actually proven to be the answer when power starts doing what you described. The chargers should always come up together. If not, then it will spool slower, drive erratically, and put a lot of stress on the second stage unit, and likely shorten its lifespan.

 

[Dzchey21]

If you see something like the above.... imo, I would say you need to loosen up the gate, or open up the VATN a bit on the second stage because you are robbing too much drive spinning it excessively for no reason and actually slowing system spool.

On my truck, closing down the gate and lighting up the 38R faster and harder actually makes the truck slower, and actually causes an "in power..... out of power..... back in power" kind of deal as each charger lites off separately, as you described above.

But by simply letting substantial amounts of drive start to escape around the little charger at say 25 to 30lbs manifold pressure, instead of say 50lbs manifold pressure, the system as a whole will come on line MUCH sooner, and the truck will make linear power and pull much harder, much faster.

I can't imagine why this would be any different on a 6.4.

The problem is that most times everything in your body is telling you to tighten down even more because it's got this dead spot, when in my experience, loosening things up on the second stage has actually proven to be the answer when power starts doing what you described. The chargers should always come up together. If not, then it will spool slower, drive erratically, and put a lot of stress on the second stage unit, and likely shorten its lifespan.

And maybe that's the case I just haven't tried it with that small of a secondary. My 63mm works well just letting the vanes in the turbo do the work. The computer is already opening the vanes at very little boost soon it's extremely linear.

My reasoning behind my explanation is driving a stock turbo truck actually feels like it spools slower than mu truck does. But in all reality boost numbers follow almost identical. How ever a stock turbo with a big tune smokes way more than my truck does and requires much more peddling to keep the smoke down. Maybe as you said with proper gate tuning Ect that wont be the case. I just feel in a stock turbo configuration that the atmosphere does most of the work.

Tow powers make 55 psi of boost and 34 of that is from the atmosphere turbo. Little lop sided as far as pressure ratios go but the set up seams to work well all around

 

[powerlifter405]

If you see something like the above.... imo, I would say you need to loosen up the gate, or open up the VATN a bit on the second stage because you are robbing too much drive spinning it excessively for no reason and actually slowing system spool.

On my truck, closing down the gate and lighting up the 38R faster and harder actually makes the truck slower, and actually causes an "in power..... out of power..... back in power" kind of deal as each charger lites off separately, as you described above.

But by simply letting substantial amounts of drive start to escape around the little charger at say 25 to 30lbs manifold pressure, instead of say 50lbs manifold pressure, the system as a whole will come on line MUCH sooner, and the truck will make linear power and pull much harder, much faster.

I can't imagine why this would be any different on a 6.4.

The problem is that most times everything in your body is telling you to tighten down even more because it's got this dead spot, when in my experience, loosening things up on the second stage has actually proven to be the answer when power starts doing what you described. The chargers should always come up together. If not, then it will spool slower, drive erratically, and put a lot of stress on the second stage unit, and likely shorten its lifespan.

So, from what you've experienced, how do you think a 3rd charger, added to the stockers would best work?
How do you think a High Power from elite or something similar would work into the mix. Like you mentioned, WG at a lower pressure and route that back into the 3rd larger charger/new atmospheric unit to light it sooner.

 

[powerlifter405]

And maybe that's the case I just haven't tried it with that small of a secondary. My 63mm works well just letting the vanes in the turbo do the work. The computer is already opening the vanes at very little boost soon it's extremely linear.

My reasoning behind my explanation is driving a stock turbo truck actually feels like it spools slower than mu truck does. But in all reality boost numbers follow almost identical. How ever a stock turbo with a big tune smokes way more than my truck does and requires much more peddling to keep the smoke down. Maybe as you said with proper gate tuning Ect that wont be the case. I just feel in a stock turbo configuration that the atmosphere does most of the work.

Tow powers make 55 psi of boost and 34 of that is from the atmosphere turbo. Little lop sided as far as pressure ratios go but the set up seams to work well all around

How would you configure the setup? Use a tow power VGT and a larger atmospheric like the High or Max power?
Thoughts??

 

[Dzchey21]

How would you configure the setup? Use a tow power VGT and a larger atmospheric like the High or Max power?
Thoughts??

THats basically already what towpower-x turbos are

tadd offers a highpower-x with a 63/82

and my current set up was a 63/86 which i may go bigger on the atmo turbo later on.

 

[powerlifter405]

THats basically already what towpower-x turbos are

tadd offers a highpower-x with a 63/82

and my current set up was a 63/86 which i may go bigger on the atmo turbo later on.

You pleased? I want to stay w/ stock injectors but I want the best spool up and to keep my egts low(er) when I'm hunting down prey :naughty:

 

[Dzchey21]

You pleased? I want to stay w/ stock injectors but I want the best spool up and to keep my egts low(er) when I'm hunting down prey :naughty:

The 63 os the key to my happiness. I ran a 71mm vgt it worked well but not nearly as fun to drive as my current set up

Stock nozzles and tow powers or a stock high pressure and a 75mm low pressure is the biggest I would go


Search dzchey21 on youtube and watch some of my in cab Vids...

 

[powerlifter405]

The 63 os the key to my happiness. I ran a 71mm vgt it worked well but not nearly as fun to drive as my current set up

Stock nozzles and tow powers or a stock high pressure and a 75mm low pressure is the biggest I would go


Search dzchey21 on youtube and watch some of my in cab Vids...

So basically the 63 VGT in your set up gets you the quicker spool up vs the 71mm VGT and your 86 LP gets plenty of volume through the system.

I hear that there is a batmowheel for the HP now so do you think that'd help w/ spool on a stock/75mm set up?