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Old 05-16-2018, 01:45 PM   #17301
allan5oh

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Quote:
Originally Posted by zfaylor View Post
It is honestly such an arbitrary number that it depends entirely on what you are doing, what wheels they are, what you are after with the truck, etc... For instance: Let's take an HX60 into account. In a scenario where the front side of the thrust is getting trashed consistently with 2:1 on an over the road application you want to get drive pressure down for pure reliability. Obviously the turbine forces are so far outweighing the compressor side that it is breaking through the oil film on the bearing and trashing it. The same turbo in a competition setting you WANT that high drive pressure in most cases to keep the thing lit at the end of the track. OR look at it this way: let's say that 2:1 drive is with a 3.4 turbine vs a 3.6. The 3.4 may not trash the thrust with 2:1 as opposed to a 3.6 as the 3.4 may apply less thrust load than the 3.6 with the same drive pressures. The next thing you have to think about and take into account is why the drive pressure is there. Is it because you are physically choking it with too small of a turbine side or is it because you are requiring so much shaft hp to maintain the demands of the compressor side (be it side or pressure or both) that it just takes that much drive pressure to achieve your goals?

Long story short: drive pressure is for tuning a setup if you know the parameters you are after. Past that don't worry about it unless you have either reliability issues or issues staying on top of the turbo.
Mr. Zfaylor lets this nugget slide past the filter. Thanks!

So in the HX60 context, on the street you want low drive pressure for reliability, but competition you want high drive pressure to generate enough shaft HP to spin the compressor where you want it. But having too small a turbine side and the resulting high drive pressure is something completely different.
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Last edited by allan5oh; 05-16-2018 at 01:52 PM.
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Old 05-16-2018, 05:58 PM   #17302
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Ok kw ladies. 2011 w900 with an sdp, been deleted by deisel spec I believe, I dont think that has anything to do with this though. On a hard pull it will be fine for a bit, but after a good minute or soo off 100% torque load it will start to stumble then the boost and oil psi gage will drop to 0. Its still makes boost and oil pressure. But the gages read 0. Let up on the throttle for a bit and it goes back to normal. Ideas??
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Old 05-16-2018, 06:32 PM   #17303
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Ok kw ladies. 2011 w900 with an sdp, been deleted by deisel spec I believe, I dont think that has anything to do with this though. On a hard pull it will be fine for a bit, but after a good minute or soo off 100% torque load it will start to stumble then the boost and oil psi gage will drop to 0. Its still makes boost and oil pressure. But the gages read 0. Let up on the throttle for a bit and it goes back to normal. Ideas??


So itís heat related.
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Old 05-16-2018, 06:37 PM   #17304
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So itís heat related.
Not sure. I miss spoke a little. The gages will mess up before the stumble. Its gotta be pullin quite a while before the stumble. Coolant never gets outa sight.
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Old 05-16-2018, 07:00 PM   #17305
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You drive it with ET and see if it follows the dash?

Could it be the ecm isnít tuned correctly for the turbos? Iíve heard that can happen but usually only in Europe.
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Old 05-16-2018, 07:01 PM   #17306
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Not sure. I miss spoke a little. The gages will mess up before the stumble. Its gotta be pullin quite a while before the stumble. Coolant never gets outa sight.


Well I mean when the ecm/sensors are hot it stubbles, when they cool it comes back.
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Old 05-16-2018, 07:23 PM   #17307
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Well I mean when the ecm/sensors are hot it stubbles, when they cool it comes back.
Still registers in et. Im thinkin a couple seperate issues. Not enough time with it to narrow down the issues
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Old 05-16-2018, 07:40 PM   #17308
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BRE,
Clean rig. Looks awesome
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Old 05-16-2018, 07:52 PM   #17309
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Still registers in et. Im thinkin a couple seperate issues. Not enough time with it to narrow down the issues


Sounds like another datalink issue.
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Old 05-16-2018, 08:12 PM   #17310
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No connection issues with et. But ill start diggin again when i can get my hands on it for longer
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Old 05-16-2018, 08:38 PM   #17311
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No connection issues with et. But ill start diggin again when i can get my hands on it for longer


Well the dash plug uses that j1922 to connect to the engine. With a glider the dash will work but you canít connect to the engine without the j1922 jumper harness. So just because ET will connect the dash may not.
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Old 05-16-2018, 08:52 PM   #17312
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I think the miss is seperate from the gage issue. I had another W9 give me a similar issue last year but it ws a cummins with a junk cal in it. I think im gonna try and get a sdp ecm for trial. This is the 4th one in a month that's given me greif

Last edited by Rig Wrench; 05-16-2018 at 08:55 PM.
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Old 05-17-2018, 11:24 PM   #17313
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Truckers, lets see your rigs!

So Iíve not been in huge rushes the past couple tanks of fuel... Iíve been running 67mph area instead of 70-72mph. Apparently this truck doesnít like it... my fuel mileage has went down both tanks. Only thing Iím not certain about is there has been some idling on both of those tanks. Like minimum 4 hours up to probably 8.

Ultimately Iím not even sure if 65-67 puts me in the right rpm range for any better mileage anyhow.

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There really is nothing better than OEM. That goes for anything from turbos to boobs.
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Old 05-18-2018, 05:42 AM   #17314
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what rpm?

add the idle time back into the gallons, is it still lower?

probably need some airtabs and microblue . Maybe let bruace mallison work his magic on it
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Old 05-18-2018, 06:54 AM   #17315
kubotaorange76

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how are the elogs working out for everyone
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Old 05-18-2018, 07:08 AM   #17316
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So Iíve not been in huge rushes the past couple tanks of fuel... Iíve been running 67mph area instead of 70-72mph. Apparently this truck doesnít like it... my fuel mileage has went down both tanks. Only thing Iím not certain about is there has been some idling on both of those tanks. Like minimum 4 hours up to probably 8.

Ultimately Iím not even sure if 65-67 puts me in the right rpm range for any better mileage anyhow.

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What are you running for manifold pressure just cruising at those speeds? Both at 65-67 and 70-72?
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Old 05-18-2018, 01:07 PM   #17317
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65-67mph in 18th is 1350~rpm 15lbs give or take.
70-72 is 1400-1450rpm with about the same forced air pressure.

Mind you, this trailer is heavy, 12ft spread, and is 53ft of sail.


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There really is nothing better than OEM. That goes for anything from turbos to boobs.
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Old 05-18-2018, 05:38 PM   #17318
Rig Wrench
 
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65-67mph in 18th is 1350~rpm 15lbs give or take.
70-72 is 1400-1450rpm with about the same forced air pressure.

Mind you, this trailer is heavy, 12ft spread, and is 53ft of sail.


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Maybe try goin kw? Thats what all the s are goin to. Worried about their bsfc's
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Old 05-18-2018, 06:09 PM   #17319
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Maybe try goin kw? Thats what all the s are goin to. Worried about their bsfc's


I can assure you I couldnít care any less about my BSFCís and Paccar bought Pete so the homos would stay out of the KWís.
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Old 05-18-2018, 06:36 PM   #17320
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I can assure you I couldn’t care any less about my BSFC’s and Paccar bought Pete so the homos would stay out of the KW’s.
Where your mistaken. They bought pete because the undesireables took to kw soo much. Just think though, at least you can get your parts at wal-mart

Last edited by Rig Wrench; 05-18-2018 at 06:42 PM.
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