Turbo professionals needed

Thanks Sand. I was looking at it from a suspension/lift and tow-ability situation. Thanks for the clarification.

Also, i do want to do this ONCE. I think that i am going compounds. I want to go BIG with CPDs. So i need that feed back on how to go big compounds. Any thoughts? Fueling, etc?
 
I think we can all agree that your best shot at doing it once, while having good power and towing ability is going to involve a set of compounds. Unless you get greedy and need more power!
 
willjames007 said:
I have also heard that the 48s are tough and appearantly more abundant at this point. Advantages of a 48 over a 68? I know cost is a factor...Is the retro difficult?
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Have u priced a fully built suncoast 68fe? bout $9-10k
and be sure to ask how many they have broke in their drag truck.The 48re are tough transsmissions.
 
allison..? anyone doing this, could be a choice if wanting the 6spd
 
Sandaholic said:
What I said may have sounded wrong I wasn't talking about big wheels and tires, I meant big compressor and turbine wheels. Also my point wasn't that a lifted rig can't tow. I had a 15,000lb fifthwheel and my rig with a lift and tires towed that thing like a beast when it had the stock turbo and injectors. It just didn't look like the whole combo was going to work well for towing. I also assumed you hadn't regeared the axles.

IMO it looks like blackmega has you squared away. Probably be the most inexpensive and tow friendly route while still having some good power potential.

If your needs change down the road I'm sure you could always find someone to buy your turbo while you move up. I know that's what we're all trying to avoid here (doing it twice......or more lol) but sometimes that's just part of the compromise. Unless of course you go with compounds. I'm sure you can go bigger, but I have to imagine that if you don't guess just right with the parts combo that towing could turn into a PITA. And you'll turn that nice white trailer into a gray mess.

Course I'm just an apprentice at this diesel modding. The little (I think) I know has come from reading here and the little bits and pieces gleaned from good old google searches.
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Sand, great points. True, I only want to do this once and I am having to borrow from some wise and great men and their knowledge to do it. I know that there is a ton of great info on this board so I appreciate you and all the others out there that is spitting great info and contributing to this board.

WJ
 
Yea, i knew they were spendy...Not really knowledgable when it comes to the retrofits and all. I have heard horror stories about it...kinda makes me nervous. 10 for a fully built unit is high no matter how its looked at, so I agree with you there...

On the allison, same applies. I dont know about the conversion or its setup...Is there any advantages? I am sure it has to be "built" as well.

Great info guys. Thanks and keep it "cummins"
 
Since we are on the subject of under the hood components what is the best CP3 setup for this venture? We already know we are going to be well over 600hp...running BM and everything in my SIG block...ideas?
 
I don't think that the Comp68 is quite that expensive anymore. more in the 8k range. Also, by the time you get all of the swapping done, unless you've got a vehicle to swap parts with, you are probably looking at just as much if not more.
 
Both the final drives on the 48 and 68 are 0.62:1. The 48 just does it in 4 gears where the 68 does it in 6. I do not know much about retrofits other than at this point, the 48 is much cheaper and more plentiful. The Allison is a great tranny, but there is more involved with beefing it up to support the additional torque of the modded Cummins. So I do not believe there will be a savings there. The Comp68 (M3GA 68) with torque converter are around 10K last time i checked (OUCH), and ATS is not much cheaper. Afraid to price Allison.
 
The 48 is a great tranny and reliability often depends on the shop that built it. But I love the way my comp68 shifts. The smoothness under wot is very comparable to an Allison. I put my tranny through alot of stress running duals, and considering I can bust my rears loose between 30-50mph its yet to disappoint me.
 
All said & done my recommendation stays to that of a big single, doesnt have to be HUGE, just something along the lines of a S468 or S472, if you want more air in the future it's as simple as a compressor and compressor cover swap, $500 and 30 minutes work..

willjames007 said:
I have also heard that the 48s are tough and appearantly more abundant at this point. Advantages of a 48 over a 68? I know cost is a factor...Is the retro difficult?
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Retrofit not hard with me right down the street from you .. 48's stupid strong/simple, 68's are tough but more complicated, sort of like dodges version of the allison.



not enoughsmoke said:
Have u priced a fully built suncoast 68fe? bout $9-10k
and be sure to ask how many they have broke in their drag truck.The 48re are tough transsmissions.
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Try $6299 loaded out; including billet input, billet drum drum & TCM. $1350 for TC and $475 for optional flexplate. $7649+tax out the door, or 8124+tax out the door with the flex plate. :shake:


joelc79 said:
allison..? anyone doing this, could be a choice if wanting the 6spd
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the 68 and allison behave so similarly that swapping one for the other is silly, if you swap anything it should be for a 48.
 
Well, what would the 72mm do for me? What supporting hardware would it require and where would it put me as far as HP, daily drive-ability, and towing?
 
This is incorrect. All overdriven torque flight trannies have a .69:1 overdrive from the 42re up to the 48re. The 68rfe is a different transmission family along with the 45rfe behind the 4.7 v8s and the 545rfe behind the hemi. 68rfe has overdrive ratios in both fifth and sixth gears. You were correct on the sixth gear ratio of the 68. It is .62:1.

Posted via Rooted Droid X
 
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willjames007 said:
Well, what would the 72mm do for me? What supporting hardware would it require and where would it put me as far as HP, daily drive-ability, and towing?
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Just some medium sized nozzles would be fine with an 85% cp3. Turbos could support 850-900hp easily. Towing would be fine and you could drop the housing from 1.10 to a. 90.
 
Personally I wouldn't tow with a 6.7 at that power level. While I love them they have a funny way of sending factory rods out the side of the block.
 
blackmega3500 said:
Hell if you wanted to go 72mm I've got an s400sx which is a 472/87/1.1 t4 I'll sell ya.
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That's going to be too big for him on the turbine and housing black... for a DD/towing setup he should stick with the 83 turbine and .90 housing combo.
 
Krazeeun said:
That's going to be too big for him on the turbine and housing black... for a DD/towing setup he should stick with the 83 turbine and .90 housing combo.
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My old 466/83/1.0 spooled faster than source 64/480 twins. The turbo of turbos for all around performance and flowed almost as much as a 72.

Side note Ryan I put my Smarty back on the truck and running sw8 tq 4, rp 4, TM 1 and I'm blowing the duals off the truck by 2200 rpm. I'll did see 60psi dp for a split second with the 78 flowing 50+psi at only 60% throttle. Think I'm gonna drop to sw6 and drop rp to 3 since cruise rail pressure is holding around 17k and not 13k.

Thank God I'm banned from cf right now, because I'd be going to town on a couple of those threads*bdh*
 
s366/74/.90 A/R over top of an s488, external gate
Built 48re
Flux 4-5's
Dual Cp3's
H-11 studs, valve springs, push rods
Airdog II 200GPH
Air for 1000+hp, Fuel for 850hp
Spools LIGHTNING quick and tons of power. Similar setup to what was on Bean's silver truck before he got rid of it.
 
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