Truckers, lets see your rigs!

[SmokinCAT]

Originally Posted by allan5oh

So what does getting 1:1 drive/boost do?

Near 70 psi backpressure on a 15L, wow that's a lot.

While there can be cases that drive pressure falls below boost, even then when running higher boost levels the drive will be just as high.

I am running north of 100psi on my 855 when pulling, and I am almost certain my drive pressure is much higher because of how bad the turbine is in my manifold turbo.

[SmokinCAT]

Originally Posted by chevota84

Itll tell you a bunch about your setup. I'm not sure if these guys are running gates but that's what I used to set my Wastegate on my dodge.

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The engine in that video has the 1.65 internally gated S400 turbine housing on it, the waste gate signal line is coming from the atmosphere turbo only so the gate only opens once the big charger is up and spinning.

[jfaulkner]

Originally Posted by allan5oh

So what does getting 1:1 drive/boost do?

Near 70 psi backpressure on a 15L, wow that's a lot.

70psi at max rpm is a non issue. As you can see it’s almost 1:1 where a working engine normally operates.

Originally Posted by allan5oh

Then why even bother monitoring drive pressures?

As you can see those gauges are not permanent, they were only checked and recorded to prove the internet mechanics wrong again.

Originally Posted by SmokinCAT

The engine in that video has the 1.65 internally gated S400 turbine housing on it, the waste gate signal line is coming from the atmosphere turbo only so the gate only opens once the big charger is up and spinning.

Gate line was tried in both locations and also pinned open. Made almost zero difference in the way it spools or runs.

[SmokinCAT]

Originally Posted by jfaulkner

70psi at max rpm is a non issue. As you can see it’s almost 1:1 where a working engine normally operates.




As you can see those gauges are not permanent, they were only checked and recorded to prove the internet mechanics wrong again.




Gate line was tried in both locations and also pinned open. Made almost zero difference in the way it spools or runs.

Just going off of what we were talking about when I had stopped by that day and he was sending those videos.

[jfaulkner]

Originally Posted by SmokinCAT

Just going off of what we were talking about when I had stopped by that day and he was sending those videos.

Yea they tried it every way even holding the wastegate open and with the added fuel it lights almost immediately. Although it’s now pushing the freeze plug out of the exhaust housing, genius design. Had 2 stock turbos do that.

[SmokinCAT]

Originally Posted by jfaulkner

Yea they tried it every way even holding the wastegate open and with the added fuel it lights almost immediately. Although it’s now pushing the freeze plug out of the exhaust housing, genius design. Had 2 stock turbos do that.

Time to weld it.

[Signature600]

Anyone know how much fan the v-belts on a 6NZ will turn before we have to switch everything out to the serpentine belt off an ACERT?

Pretty sure I found some of our cooling issue since Faulkner tuned the glider...dealer used a 30" 8 blade fan. Every other Pete/Kenworth with a CAT I measured this weekend has a 32" with either a 9 blade or 11 blade fan.



I figure whether I ask and catch crap for asking, or I just start buying fans and report back with results and I'll still catch crap....so here you go!

Chris

[jfaulkner]

Originally Posted by Signature600

Anyone know how much fan the v-belts on a 6NZ will turn before we have to switch everything out to the serpentine belt off an ACERT?

Pretty sure I found some of our cooling issue since Faulkner tuned the glider...dealer used a 30" 8 blade fan. Every other Pete/Kenworth with a CAT I measured this weekend has a 32" with either a 9 blade or 11 blade fan.



I figure whether I ask and catch crap for asking, or I just start buying fans and report back with results and I'll still catch crap....so here you go!

Chris

They’ll turn any fan you can fit under the hood. Should have been switched to serpentine when it was built. V belts are the devil.

[Signature600]

I guess that's what you get when the dealer builds your Glider.

Thanks for the info, I'm going to try an 11 blade before we yank the radiator out of it and build it bigger.

Chris

[biggy238]

People with two first names aren't typically academics in my experience

Originally Posted by Rig Wrench

Buddy sent me this. Pretty epic

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[jfaulkner]

Originally Posted by biggy238

People with two first names aren't typically academics in my experience

Sent from my XT1575 using Tapatalk

Easy now SmokinCat has 3, that’s why we call him “The Assassin”

[biggy238]

I don't like how much the V belts slip on Cats. Sometimes you can tell how bad if the voltage drops

Originally Posted by jfaulkner

They’ll turn any fan you can fit under the hood. Should have been switched to serpentine when it was built. V belts are the devil.

Sent from my XT1575 using Tapatalk

[Signature600]

Originally Posted by jfaulkner

Easy now SmokinCat has 3, that’s why we call him “The Assassin”

That's a family tradition apparently
Chris

[biggy238]

- YouTube



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[allan5oh]

Originally Posted by jfaulkner

70psi at max rpm is a non issue. As you can see it’s almost 1:1 where a working engine normally operates.

Other than taking a bunch of power to drive.

What about thrust forces?

[jfaulkner]

Originally Posted by allan5oh

Other than taking a bunch of power to drive.



What about thrust forces?

Wtf? So you think 10psi more exhaust pressure vs boost at max rpm is a big deal and completely ignore the fact it’s 1:1 for the other 99% of the time? Not to mention the fact it’s doing this while actually working (not a show pony or race truck) at almost 1200hp to the ground with <1100* manifold exhaust temps?

You sir are one of those internet mechanics. Expert on everything they have never done.

[allan5oh]

Originally Posted by jfaulkner

Wtf? So you think 10psi more exhaust pressure vs boost at max rpm is a big deal and completely ignore the fact it’s 1:1 for the other 99% of the time? Not to mention the fact it’s doing this while actually working (not a show pony or race truck) at almost 1200hp to the ground with <1100* manifold exhaust temps?

You sir are one of those internet mechanics. Expert on everything they have never done.

Heh you don't get what I'm saying at all. I know it takes a bunch of air (IE pressure) to make power. Sure we would all like free boost but that doesn't happen.

What I was getting at is more along the lines of how does one mitigate increased heat/pressure at higher pressure levels? Is there thrust bearing issues?

Why do we target 1:1 drive/boost? Is having say 10-15 psi drive above boost at operating rpm a problem?

I'm not being an internet smartass. I'm asking questions. I've never ran a compound setup and probably don't ever have the HP need to run one.

[Signature600]

Originally Posted by allan5oh

What I was getting at is more along the lines of how does one mitigate increased heat/pressure at higher pressure levels? Is there thrust bearing issues?

Why do we target 1:1 drive/boost? Is having say 10-15 psi drive above boost at operating rpm a problem?

Mitigate increased heat/pressure?? You mean on the engine you're running at 2-3 times factory power levels? Turn it back down...

Thrust bearing issues...maybe if you're way over 1:1.

1:1 is almost always best case for turbo efficiency...I have seen a couple setups over the years that did better, but that is EXTREMELY rare.

10-15psi more than drive at 100psi is no big deal...at 40psi, it's a bigger deal. It's also normal on tons of newer engines. Not great, but normal.
Chris

[jfaulkner]

Originally Posted by allan5oh

Heh you don't get what I'm saying at all. I know it takes a bunch of air (IE pressure) to make power. Sure we would all like free boost but that doesn't happen.

What I was getting at is more along the lines of how does one mitigate increased heat/pressure at higher pressure levels? Is there thrust bearing issues?

Why do we target 1:1 drive/boost? Is having say 10-15 psi drive above boost at operating rpm a problem?

I'm not being an internet smartass. I'm asking questions. I've never ran a compound setup and probably don't ever have the HP need to run one.

Acert twins rarely have thrust issues.

Higher drive could be considered a parasitic load.

Rebuild kits for my HX’s are $200 and take longer to pull the cartridges out of the housings than it takes to rebuild one.
Borg kits are even cheaper I believe.

[allan5oh]

Originally Posted by Signature600

Mitigate increased heat/pressure?? You mean on the engine you're running at 2-3 times factory power levels? Turn it back down...

Thrust bearing issues...maybe if you're way over 1:1.

1:1 is almost always best case for turbo efficiency...I have seen a couple setups over the years that did better, but that is EXTREMELY rare.

10-15psi more than drive at 100psi is no big deal...at 40psi, it's a bigger deal. It's also normal on tons of newer engines. Not great, but normal.
Chris

I always thought thrust forces were related to pressures not pressure ratio. Both inlet air and exhaust outlet are going in the same direction, thrust forces would be in the opposite direction?

How does 1:1 relate to turbo efficiency?

edit: We can calculate shaft HP from the compressor map.