6.7 daily/dyno contest what turbo

zfaylor said:
So you ARE saying blade count is the only determining factor here? Your take on blade count being back asswards to the entire turbo community aside of course.
Click to expand...

No, all I originally said was the 5 blades will fall flat faster and high volume manufacturer's are even going back to the 7 from the 6 blade beingthe difference is minimal yet the 7 makes more power.

Back asswards?...... you mean like how Borg brought the 10/11 blade designs of their large frame SXE turbos to increase both responsiveness and extend out the peak efficiency curve?

So they're wrong too is what your saying.....
 
blackmega3500 said:
No, all I originally said was the 5 blades will fall flat faster and high volume manufacturer's are even going back to the 7 from the 6 blade beingthe difference is minimal yet the 7 makes more power.

Back asswards?...... you mean like how Borg brought the 10/11 blade designs of their large frame SXE turbos to increase both responsiveness and extend out the peak efficiency curve?

So they're wrong too is what your saying.....
Click to expand...

So you're saying a 5 and 6 blade move air faster at a lower rpm, but the OEMs went to 11 blade to increase response (more air at a lower rpm)? So which is it?
 
JWhite said:
So you're saying a 5 and 6 blade move air faster at a lower rpm, but the OEMs went to 11 blade to increase response (more air at a lower rpm)? So which is it?
Click to expand...

Good luck. You will get a generalized response back where he will dance around the idea that they utilized a 10 blade compressor to get more low end response and they redesigned the wheel entirely to help get more top end power back. He fails to remember that they designed the SX-E lineup for overall performance to compete with Garrett in the gas crowd. The previous line of S300 and S400 turbochargers were designed for non emissions OEM applications (mostly John Deere tractors and 60 series Detroits). Garrett utilizes 11 blade compressors in emissions applications to get air moving down low (Duramax, 6.7 Powerstroke, C15 CAT high pressure, C13 CAT high pressure, Isuzu, etc...) but I am sure they were flat out wrong. This guy knows everything there is about turbochargers but is a roof salesman last I knew. Next we will hear about how a GTX55R flows more air than a 171702 Box cast S475 because it has a 13 blade single plane compressor.


If the key to compressor design is simply a 7+ blade design then why isn't every single turbo built this way again?

Just an FYI blackmega but a 6 blade compressor is actually a 12 blade as it has splitters in between on a 2nd plane. I am sure you already knew this though.
 
JWhite said:
So you're saying a 5 and 6 blade move air faster at a lower rpm, but the OEMs went to 11 blade to increase response (more air at a lower rpm)? So which is it?
Click to expand...

The 10/11 blade design was to extend the peak power range, while the low end performance as Zfaylor knows was not only due to a redesigned wheel, but matching the wheels to higher volume flowing compressor covers. Theres that little word again.... let's say it slowly..... VOLLLUUUUME.

zfaylor said:
Good luck. You will get a generalized response back where he will dance around the idea that they utilized a 10 blade compressor to get more low end response and they redesigned the wheel entirely to help get more top end power back. He fails to remember that they designed the SX-E lineup for overall performance to compete with Garrett in the gas crowd. The previous line of S300 and S400 turbochargers were designed for non emissions OEM applications (mostly John Deere tractors and 60 series Detroits). Garrett utilizes 11 blade compressors in emissions applications to get air moving down low (Duramax, 6.7 Powerstroke, C15 CAT high pressure, C13 CAT high pressure, Isuzu, etc...) but I am sure they were flat out wrong. This guy knows everything there is about turbochargers but is a roof salesman last I knew. Next we will hear about how a GTX55R flows more air than a 171702 Box cast S475 because it has a 13 blade single plane compressor.


If the key to compressor design is simply a 7+ blade design then why isn't every single turbo built this way again?

Just an FYI blackmega but a 6 blade compressor is actually a 12 blade as it has splitters in between on a 2nd plane. I am sure you already knew this though.
Click to expand...

You realize that the reason the industry refers to them as "X" blades is that's what drawing air at the inlet to the main compressor?....ya know that's where the reduction of weight and larger "scoop aka draw" occurs.

I'll flip your arguement....

Have you considered the fact that the reason stock applications DO NOT use 5 or 6 blade compressors is the lack of functional torque input for applications. This results in a more controllable powerband for mass OEM application end user and not one seeking max power input.

Not to mention overspeed, drive pressure, and turbo surge between shifts that are common with less blades. Imagine how long of a duty cycle a 6 blade would last in an industrial application....:hehe::charger:
 
blackmega3500 said:
Yet you live behind your graphs of incomparable setups with very little real world applications outside of a dyno, and amazingly ironic is how often you're unable to explain when others have experiences that contradict your graphs lol.

You're such a joke it cracks me up.
Click to expand...

We have over 10k miles on both a 5.9L and 6.7L in a street application in real world testing for the revised 68mm compressor, and decided today that said turbo vs a BW S369 heads up will be the first video we bring to our new YouTube channel.

I'm not going to argue anything on the internet, especially well known concepts which completely agree with my "graphs" that the entire industry uses, and yet only you disagree with. There is only one joke in this thread, and it's pretty obvious to anyone with basic reading skills.
 
Smokem said:
We have over 10k miles on both a 5.9L and 6.7L in a street application in real world testing for the revised 68mm compressor, and decided today that said turbo vs a BW S369 heads up will be the first video we bring to our new YouTube channel.

I'm not going to argue anything on the internet, especially well known concepts which completely agree with my "graphs" that the entire industry uses, and yet only you disagree with. There is only one joke in this thread, and it's pretty obvious to anyone with basic reading skills.
Click to expand...

Wo! Hold the phone! A whole 10k miles?!

The 467 vs s369 has been done FYI, the best someone got out of the 369 iirc was fuel only 900ish. How many times.... that's a different story cuz idk.
 
Dyson is getting into the turbo field with their new bladeless design
efd35c2b67ae4f574dd5f18bae0281c5.jpg


Sent from my SM-G955U using Tapatalk
 
This guy is a prime example of why people who actually do these things for a living stay off of forums. I won't argue with this guy. He knows everything about every single topic on this forum. As a roof salesman....
 
blackmega3500 said:
The 10/11 blade design was to extend the peak power range, while the low end performance as Zfaylor knows was not only due to a redesigned wheel, but matching the wheels to higher volume flowing compressor covers. Theres that little word again.... let's say it slowly..... VOLLLUUUUME.



You realize that the reason the industry refers to them as "X" blades is that's what drawing air at the inlet to the main compressor?....ya know that's where the reduction of weight and larger "scoop aka draw" occurs.

I'll flip your arguement....

Have you considered the fact that the reason stock applications DO NOT use 5 or 6 blade compressors is the lack of functional torque input for applications. This results in a more controllable powerband for mass OEM application end user and not one seeking max power input.

Not to mention overspeed, drive pressure, and turbo surge between shifts that are common with less blades. Imagine how long of a duty cycle a 6 blade would last in an industrial application....:hehe::charger:
Click to expand...


You just contradicted yourself and 6 blade compressors are used widely in industrial applications (various tv series garretts on detroits, cats, you name it, 3406 btg75, 3406 gta47, c15 gta55, select 8.3 hx40s, many flavors of the gta42, and many more) You are a moron. Good luck arguing with yourself in the mirror. You are very toxic to this forum.
 
zfaylor said:
This guy is a prime example of why people who actually do these things for a living stay off of forums. I won't argue with this guy. He knows everything about every single topic on this forum. As a roof salesman....
Click to expand...

:hehe: you act as if being you being a hobbyist that started a "turbo shop", majority drop shipping OEM and rebuilding old turbos makes you an expert.

You really think you repackaging others manufacturers turbo parts and dipping the covers makes your products custom aswell....... :blahblah1:

zfaylor said:
You just contradicted yourself and 6 blade compressors are used widely in industrial applications (various tv series garretts on detroits, cats, you name it, 3406 btg75, 3406 gta47, c15 gta55, select 8.3 hx40s, many flavors of the gta42, and many more) You are a moron. Good luck arguing with yourself in the mirror. You are very toxic to this forum.
Click to expand...

The thing I learned with having experienced NUMEROUS different turbos on the same setup is never trust a single thing a turbo vendor says as far to often that will result in said turbo vendor providing faulty advice on initial sale which will likely result in a customer coming back for repeat business.

What I have expressed were exactly what was experienced for over the past decade plus of different turbo setups on street performance 6.7l cummins with the 68 as the OP has. Tuning over the years and fuel have changed, but not the physical properties of volumes effect on forced induction.

Also no contradiction made at all, you just aren't comprehensive to basics that you should know.

Hey Nancy, how bout you man up and address the reality of a property of physics known as Volume.....

Educate yourself on said property:

Techtips - Anatomy of a Turbocharger: What's Inside and How it Works

Also you know damn good and well the 5 or 6 blade will make pressure faster as result of said volume, but will show less top end potential as result of less blades to catch air.

It's the exact opposite for exhaust turbines, and less blades equals slower spool with less blades able to move the air.

None of this takes blade pitch into account.
 
Good news is I guess Holset makes 2.6, 3.0, and 3.6 smoothbore turbos now along with Hot Farm and Semi racing/pulling stuff. Good luck fellas. This "drop shipper" is out. Blackmega has gone full on fuktard. Good luck selling roofs and telling every vendor you encounter on this forum they are wrong sweetheart.
 
zfaylor said:
Good news is I guess Holset makes 2.6, 3.0, and 3.6 smoothbore turbos now along with Hot Farm and Semi racing/pulling stuff. Good luck fellas. This "drop shipper" is out. Blackmega has gone full on fuktard. Good luck selling roofs and telling every vendor you encounter on this forum they are wrong sweetheart.
Click to expand...

Keep swallowing your hobbyist bloated ignorant ego pills . If I was bored enough to buy turbo balancing equipment and setup CNC orders on 5 axis machines, I'd undoubtedly run circles around you young blood.

As matter of fact.... I've had a side LLC just sitting for a long time that'd fo yo good use burying your SEO.

You want to mention the whole roof thing....

Ok I'll bite.

I've sold $1.3million in less than 3 months, should make right around $400k in commission from that when all the deal close around early this coming year.

How many turbos does that equate to?

Hell I just realized with all that freetime I need to redirect my attention to some strategic SEO management.:redx:
 
Last edited:
blackmega3500 said:
That statement was geared toward dangerous06 when he recommended the 464/465.

Hey Smokem...... long time no banter!

How are all those test stand turbos on those imaginary real world trucks doing these days?

You been testing turbos on Racindualies jackstands again?:poke::hehe:

He loves him some mirror bling under the hood!

It's pretty awesome what happens when you actually come from behind the X/Y graphs, you know where real data is found.
Click to expand...
Hey faggot,

Keep my name from coming out your mouth, you are really starting to sound obsessed.:badidea:

Keep up with your vast knowledge, the boat prop comparison in a turbo thread.......:doh:

:hehe: :hehe: :hehe:
 
Last edited:
RacinDuallie said:
Hey faggot,

Keep my name from coming out your mouth, you are really starting to sound obsessed.:badidea:

Keep up with your vast knowledge, the boat prop comparison in a turbo thread.......:doh:

:hehe: :hehe: :hehe:
Click to expand...

Man those jackstands really got you slow to the show.....

Hell that was 2 days ago and your just now seeing it even though you've been bagging cornholes in 2 separate posts since then....

I'm disappointed in you.

Anyhow, if I was truly formal in introducing you in to a topic you'd be sir' goatphucker....

Everybody knows Racinduallie as the guy knows the phrase of "cutting a light" to be involved with flipping the garage light off after installing a new billet dildo as his shifter knob.:clap:
 
Last edited:
blackmega3500 said:
Man those jackstands really got you slow to the show.....

Hell that was 2 days ago and your just now seeing it even though you've been bagging cornholes in 2 separate posts since then....

I'm disappointed in you.

Anyhow, if I was truly formal in introducing you in to a topic you'd be sir' goatphucker....

Everybody knows Racinduallie as the guy knows the phrase of "cutting a light" to be involved with flipping the garage light off after installing a new billet dildo as his shifter knob.:clap:
Click to expand...

You keep talking bout my truck. You definitely are JELLY.

I'm terribly sorry you have a ****ing plain Jane ash tray looking engine compartment.

Do this board a favour and stop with the misinformation, m'kay.
 
You must log in or register to reply here.
Back
Top