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Industrial Injection Phat Shaft 66 Turbo

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R

4" exhaust

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C

Down pipe

  • CumminsPower91
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Diesel Freak said:
This is where I just don't understand the Diesel Performance Vendor Mindset. In the gasser world, all the stuff I asked for is readily available. What is the difference here?
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As a previously unenlightened member of that world, yep, and they are all idiots too. Chevy 350 was designed when? And now their bright ideas consist of retrofitting high-end fuel injection motors with carbs. Yep, a really good bunch to compare to. :wink:



I just spent the last hour reading every page of this thread. I just couldn't leave that one alone! Sorry DF.



Anyhow, I am sold after that read and a few other things I have read. I will be purchasing my SP66 tomorrow through PDW. Good job defining your product Brett. Doug (of Perf. Diesel Warehouse) speaks highly of it as well.
 
MarkMiller said:
As a previously unenlightened member of that world, yep, and they are all idiots too. Chevy 350 was designed when? And now their bright ideas consist of retrofitting high-end fuel injection motors with carbs. Yep, a really good bunch to compare to. :wink:



I just spent the last hour reading every page of this thread. I just couldn't leave that one alone! Sorry DF.



Anyhow, I am sold after that read and a few other things I have read. I will be purchasing my SP66 tomorrow through PDW. Good job defining your product Brett. Doug (of Perf. Diesel Warehouse) speaks highly of it as well.
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I have no idea what you are talkng about. :-laf But congrats on making a decision on your turbo!!



Dave
 
Maybe the number of cylinders is directly related to the number of compressor blades.



I have no idea how that leap is made. That's the problem, most people have no idea of what they are buying. let alone how it works. Now where are those maps.



Dave
 
Quick update on my II SPS66 turbo. Now that I have the TST with twins program installed I can verify that the turbo will reach 50psi very very fast and will sustain 50psi longer than I have road space for testing. It appears that the SPS66 wastegate comes set at 50psi and works just fine.
 
JVolpe said:
Quick update on my II SPS66 turbo. Now that I have the TST with twins program installed I can verify that the turbo will reach 50psi very very fast and will sustain 50psi longer than I have road space for testing. It appears that the SPS66 wastegate comes set at 50psi and works just fine.
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Shame you couldn't make it up for the D/FW dyno day, I was really wanting to see it work as a single.



Jim
 
I THINK what MarkMiller was trying to say was that in the gasser world. . performance stuff is common knowlege across the board as far as most things go... Pretty much n e thing that u could ever want to do to a gasser has already been done by someone at some time... Including converting it to a diesel (thx for that one GM)... But in the diesel world. . especially with the CR engines. . Every thing is new. . New parts. . New concepts. . new ways of having to do things... And the diesel performance manufacturers will try to hold on to n e lil bit of knowlege or research for as long as possible so the market doesnt become flooded with look alikes or work alikes... We have enough of those already... Look at how many boxes and such there is out there for the 3rd gens... And how many of them do almost the exact same thing as a competeters(sp??) product does?. .



Just my . 02



Moose
 
Maybe it was compressor blades to my brain cells last night? I am on pretty stiff pain killers right now from a crushed hand and surgery on it. So I don't make much sense. I meant most gassers have no vision to anything new. I just read an article on how and what carb to use on your LS7 motor. I am no rocket scientist but doesn't that seem bass-ackwards? These guys use 350 motors for projects and end up with a 6-8 grand carbed motor that has points and needs the jets changed to drive up a mountain. I am just saying they should adopt new technology.



Contrastingly, most of the diesel junkies I have come across are innovators and will try new things.
 
Carbs are required by many racing organizations (NASCAR, etc. ) and the newer LSX motors make much better power than older head designs due to vastly improved airflow. Because of this fact you now see carb kits for these motors, but I know of no one who has put a carb on a newer engine for street use.
 
now for the real question.....



If I were to tow with the SPS66 using a boost controller to make 30-35 PSI of boost at 1800-2000 RPM, will it surge? My guess is yes... .



How does the Turbine on the SPS62 compare to that of a HX40 (I said turbine, not turbine shaft)? how much more does it weigh?
 
banshee said:
Carbs are required by many racing organizations (NASCAR, etc. ) ... . Because of this fact you now see carb kits for these motors, but I know of no one who has put a carb on a newer engine for street use.
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That just further demonstrates the inablity of that sector of the performance market's to adopt new technology for performance, reliability, longevity, emissions, etc... And I have actually seen one street driven LS motor converted to a carb. I think the article was in Engine Builder magazine.
 
Just wanted to say that lots more info is needed on the smaller chargers the ps62 and ps64 as far as towability and streetability and every thing. Brett, give us a run down of what you know and what has happened in testing these if any testing has been done yet.


Not saying the sps66 is a bad configuration just saying there are other people waiting for the scoop on the milder chargers and the more info the better. I know for one there is luke warmwater who got a sps66 and couldn't run it cause of lag/lack of fuel on his ETH. I know that I wouldn't be able to use the 66 at least not yet, but not sure if the 62 is gona move the air I need for my goals/uses might end up with the 64.
 
rivercat said:
Just wanted to say that lots more info is needed on the smaller chargers the ps62 and ps64 as far as towability and streetability and every thing. Brett, give us a run down of what you know and what has happened in testing these if any testing has been done yet.
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Me too,

I was wondering the same thing. I would like to know. . What the drive pressure vs boost pressure on the 62 is across its intended range up to 45 psi. ?
 
What we need is a graph of Drive vs Boost for the PS62, 64, and 66, with with all available housings for each.

Why don't they have this info?? Granted, it would vary from truck to truck, but STILL-- some kind of baseline should be doable.
 
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Turbo Diesel Register
Issue 128 – Digital Version
Digital Magazines
FREE!
TDR Test Drive - Digital Edition
Renew
Subscribe
Gift Subscriptions
Back Issues
Subscription Status
Address Change Form
Buyer's Guides
Ram Diagnostic Trouble Codes
The Perfect Collection
The Perfect Collection Vol. II
TSB Updates
Dodge/Cummins Historical Overview
Cameron Collection
What Makes Us Tick?
Product Showcase
Advertising



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