I found a B1B on my doorstep when I got back from vacation this afternoon and was going to install it but the oil inlet doesnt match. On my oem turbo (03) the oil line goes to a fitting that in turn is screwed right into the housing. The new turbo has one of the 2 bolt oval flange setups on both sides so instant gratifacation is out of the question. Having just gone through this I was wondering if you had part numbers handy so I could make some calls. Thanks.
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2002 3500 ETC
My KSB1B had the flange on both sides, but the oil FEED line that threads into the housing threaded just fine. The boss is there for a flange, but also has a threaded hole. Maybe was extra machining steps in construction of the unit?
I had to replace the oil return line gasket on the bottom.
I also had to clock it. Kurt did nto recommend clocking by using the compressor side because the soft characteristics of the aluminum housing. He recommended clocking by loosening the turbine side flange and rotating as necessary as that side has a much tougher metal housing.
Bob Weis
My KSB1B had the flange on both sides, but the oil FEED line that threads into the housing threaded just fine. The boss is there for a flange, but also has a threaded hole. Maybe was extra machining steps in construction of the unit?
I had to replace the oil return line gasket on the bottom.
I also had to clock it. Kurt did nto recommend clocking by using the compressor side because the soft characteristics of the aluminum housing. He recommended clocking by loosening the turbine side flange and rotating as necessary as that side has a much tougher metal housing.
Bob Weis
I discovered that the hole was threaded last night while talking to Rod about it. Never occured to me the hole would be threaded under that aluminum foil. Speaking of Rod I left him a message expecting a call on Monday morning but instead he called me last night. Talk about great customer service, Wildcat is as good as it gets.
So we've had a slight setback.....
Called Kurt for a tracking number today and got it... got online and found "Scheduled delivery" to be 7/7/03!!! I had specifically asked to have it on or before 7/3/03. There's a big carshow this weekend and I wanted Denis to win the burnout contest (not that he won't w/ the HX-40, but there WILL be more smoke w/ it).
Anyway, nothing we can do now except wait for Monday... at first I was
:-{} but I figured it wasn't that big of a deal and as many turbos as Kurt was trying to get pushed out of the machine shop something was bound to go ass-backwards.
Anyway, hopefully will get a break on the next ones shipping if/when this one works well.
Later, Josh
Called Kurt for a tracking number today and got it... got online and found "Scheduled delivery" to be 7/7/03!!! I had specifically asked to have it on or before 7/3/03. There's a big carshow this weekend and I wanted Denis to win the burnout contest (not that he won't w/ the HX-40, but there WILL be more smoke w/ it).
Anyway, nothing we can do now except wait for Monday... at first I was
:-{} but I figured it wasn't that big of a deal and as many turbos as Kurt was trying to get pushed out of the machine shop something was bound to go ass-backwards. Anyway, hopefully will get a break on the next ones shipping if/when this one works well.
Later, Josh
Sorry guys for not keeping you all up-to-date...
The turbo is on, and I've just been busy w/ work and working on the pickup the turbo went on and a 12-valve that we put the old HX-40 on that I haven't had time nor energy to write anything up about it.
I have lots of pics and will write up the story ASAP... hopefully tonight, but no gurantees.
Later all, Josh
The turbo is on, and I've just been busy w/ work and working on the pickup the turbo went on and a 12-valve that we put the old HX-40 on that I haven't had time nor energy to write anything up about it.
I have lots of pics and will write up the story ASAP... hopefully tonight, but no gurantees.
Later all, Josh
Hey all,
Sorry it took so long to write this…just been real busy lately…anywho…
Turbo arrived Monday afternoon, but didn’t get off work till about 4 P. M. We were supposed to have some ‘fabricators’ from an auto shop help us out w/ the project, but they didn’t want to wait around for Denis to get done loading hay-trucks, so we decided to go at it ourselves. Actually got started on the project at about 7:30 P. M. (Hindsight being 20/20, we should have waited till Tuesday).
First thing was to yank the old turbo off
#ad
Once it was off we decided to first cut the old flange from the HX-40 off right behind the weld…plasma cutter in hand, Denis went to work…not the cleanest cut, but he got the job done.
#ad
Luckily for us, a buddy showed up w/ more experience in the fabrication/welding department and he was there to help the rest of the night. We cut off a good chunk of the new flange that was bought w/ the B1 and then started measuring for precision w/ the B1 in place. We ended up leaving 1” of the new flange on the top and 7/8” of it on the sides for the angle to fit and the two pieces to align evenly enough to weld. There were many MANY measurements and twists and turns and pushing up on the downpipe from below and moving things around and changes before we finally got where we wanted, but in the end it worked out
#ad
#ad
Finally w/ the flange securely welded it was time to remount the turbo and check everything once more
#ad
#ad
When everything aligned good we bolted it all back up and primed her with oil. Finally fired the blue-Cummins back up and let her sit and idle for 10 minutes while we cleaned up the shop. We finally got to this point at 11:20 P. M. It took us 4 hours to do this “small” job of cutting the old piece off and putting the new one in…when I order mine for my pickup, it WILL be coming w/ an entire downpipe!!! With the engine warm we headed out on the road…now the fun part!!!
The KSB1-B hadn’t been bolted up and running for more then 15 minutes when it was put to a WOT test…. boost went straight to 42 PSI and then steadily climbed, maxing out at 44 PSI w/ the regular Comp. We had done some checking w/ the old HX-40/16/80 and it took 4 full seconds from a dead stop before it spooled and started making good boost…w/ the B1, it is at least a full second faster and feels more like 2 seconds faster. At this altitude we are severely over-fueled and under-aired until you’re getting 30+ PSI boost. Also w/ the old HX-40 it took roughly 15 seconds to build 20 PSI boost while holding the brake pedal…w/ the B1, it’s about 7 which is the same as my HY-35/9.
We saw that once spooled the turbo pulled very hard…it was difficult to compare to the old turbo once it was spooled as that turbo ran great after she started spinning. EGT reduction at WOT w/ the regular Comp didn’t change any. We could still get 1450*F until 3rd gear lockup, and once the shift to fourth it would climb slightly higher. We did put my Drag Comp on his pickup and with it the EGT’s would climb straight to 1450* and then increase fairly quickly to +1600*F. It did however pull much harder w/ the Drag Comp (jeez, wonder why?!
)
I have not rode in the pickup since the first night it was installed, but Denis did say it was running very good the next night w/ ambient temps of about 60*F. The first night of testing it was about 60* and had been raining all evening. He still isn’t convinced that the KSB1-B is the Holy Grail of turbos for him, but I truly believe that he will not be happy till he has twins on w/ instant spool much like a gas rig…insane is the word that comes to mind, and yes, he probably will go w/ Kurt’s twin setup if it comes to that (and bigger injectors too).
We will be taking the pickup to Redding, CA on Sunday, somewhat to get a feel for how it runs at lower elevation, and somewhat to pick up Luke who is taking his ’97 down there for the DTT treatment. I will report back after that as far as how it runs/spools when it’s got all the air it wants, compared to when it’s always begging for more.
Sorry for being long, but I wanted to be detailed. I do have all those pictures and many more in full size, high-resolution form if anyone would like them in more detail…. just email me at -- email address removed --.
Later all, Josh.
Oh, almost forgot…I talked to Kurt today for about ½ hour on the phone about the EGT problems…he gave us some ideas for reducing the EGT’s (Better air intake, activate internal wastegate) and the next turbo may come w/ a standard housing to see if that helps too…we’re not sure we want to give up that much spool yet though. Kurt has been great to deal with and I would definitely recommend this turbo to anyone…I’d bet that if we can break it, he’ll buy it back too.
Sorry it took so long to write this…just been real busy lately…anywho…
Turbo arrived Monday afternoon, but didn’t get off work till about 4 P. M. We were supposed to have some ‘fabricators’ from an auto shop help us out w/ the project, but they didn’t want to wait around for Denis to get done loading hay-trucks, so we decided to go at it ourselves. Actually got started on the project at about 7:30 P. M. (Hindsight being 20/20, we should have waited till Tuesday).
First thing was to yank the old turbo off
#adOnce it was off we decided to first cut the old flange from the HX-40 off right behind the weld…plasma cutter in hand, Denis went to work…not the cleanest cut, but he got the job done.
#adLuckily for us, a buddy showed up w/ more experience in the fabrication/welding department and he was there to help the rest of the night. We cut off a good chunk of the new flange that was bought w/ the B1 and then started measuring for precision w/ the B1 in place. We ended up leaving 1” of the new flange on the top and 7/8” of it on the sides for the angle to fit and the two pieces to align evenly enough to weld. There were many MANY measurements and twists and turns and pushing up on the downpipe from below and moving things around and changes before we finally got where we wanted, but in the end it worked out
#ad#adFinally w/ the flange securely welded it was time to remount the turbo and check everything once more
#ad#adWhen everything aligned good we bolted it all back up and primed her with oil. Finally fired the blue-Cummins back up and let her sit and idle for 10 minutes while we cleaned up the shop. We finally got to this point at 11:20 P. M. It took us 4 hours to do this “small” job of cutting the old piece off and putting the new one in…when I order mine for my pickup, it WILL be coming w/ an entire downpipe!!! With the engine warm we headed out on the road…now the fun part!!!
The KSB1-B hadn’t been bolted up and running for more then 15 minutes when it was put to a WOT test…. boost went straight to 42 PSI and then steadily climbed, maxing out at 44 PSI w/ the regular Comp. We had done some checking w/ the old HX-40/16/80 and it took 4 full seconds from a dead stop before it spooled and started making good boost…w/ the B1, it is at least a full second faster and feels more like 2 seconds faster. At this altitude we are severely over-fueled and under-aired until you’re getting 30+ PSI boost. Also w/ the old HX-40 it took roughly 15 seconds to build 20 PSI boost while holding the brake pedal…w/ the B1, it’s about 7 which is the same as my HY-35/9.
We saw that once spooled the turbo pulled very hard…it was difficult to compare to the old turbo once it was spooled as that turbo ran great after she started spinning. EGT reduction at WOT w/ the regular Comp didn’t change any. We could still get 1450*F until 3rd gear lockup, and once the shift to fourth it would climb slightly higher. We did put my Drag Comp on his pickup and with it the EGT’s would climb straight to 1450* and then increase fairly quickly to +1600*F. It did however pull much harder w/ the Drag Comp (jeez, wonder why?!
) I have not rode in the pickup since the first night it was installed, but Denis did say it was running very good the next night w/ ambient temps of about 60*F. The first night of testing it was about 60* and had been raining all evening. He still isn’t convinced that the KSB1-B is the Holy Grail of turbos for him, but I truly believe that he will not be happy till he has twins on w/ instant spool much like a gas rig…insane is the word that comes to mind, and yes, he probably will go w/ Kurt’s twin setup if it comes to that (and bigger injectors too).
We will be taking the pickup to Redding, CA on Sunday, somewhat to get a feel for how it runs at lower elevation, and somewhat to pick up Luke who is taking his ’97 down there for the DTT treatment. I will report back after that as far as how it runs/spools when it’s got all the air it wants, compared to when it’s always begging for more.
Sorry for being long, but I wanted to be detailed. I do have all those pictures and many more in full size, high-resolution form if anyone would like them in more detail…. just email me at -- email address removed --.
Later all, Josh.
Oh, almost forgot…I talked to Kurt today for about ½ hour on the phone about the EGT problems…he gave us some ideas for reducing the EGT’s (Better air intake, activate internal wastegate) and the next turbo may come w/ a standard housing to see if that helps too…we’re not sure we want to give up that much spool yet though. Kurt has been great to deal with and I would definitely recommend this turbo to anyone…I’d bet that if we can break it, he’ll buy it back too.
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Great report Josh. Mind if I ask what injectors Denis is running? Sure is a mean looking turbo. Oo.
Bob Wagner
TDR MEMBER
Zach as you know on the BOMBer site Denis will not be scoffed at
now come on
Nice post and pictures Josh
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Denis' pickup is setup as follows:
'01. 5 CTD, DTT 89% T/C, towing VB, update kit, billet input/hub, DD3's, Edge Comp, Rip's 4" exhaust, and now the KSB1-B.
We have basically identical pickups and they run totally different... just goes to show how setup effects everything.
Later all, Josh
'01. 5 CTD, DTT 89% T/C, towing VB, update kit, billet input/hub, DD3's, Edge Comp, Rip's 4" exhaust, and now the KSB1-B.
We have basically identical pickups and they run totally different... just goes to show how setup effects everything.
Later all, Josh
Josh or Denis,
Could you give us some hard data on some of the everyday driving with the HX-40 vs the KSB1-B. I gather that spooling is better with the B-1 but what about cruising EGT's? Say driving 65mph on level ground what temps are you seeing? What about slight grades? and steep grades to maintain 65 mph? What kind of noise level ( turbine whine) difference is there between the 40 and B-1? I was surprised that WOT EGT's were the same for both turbos. I didn't think the B-1 was over-boosting at just 42-44 lbs. Did Kurt say how many lbs of boost is ideal for the B-1? Would you recommend this turbo for everyday driving? Do you think the B-1 was a big enough improvement over the 40 to justify the cost? If a truck was under the 400 hp level which turbo would you pick based on performance and cost. I know lots of questions but I would like to gather as much information as possible before I take the plunge for a new turbo. Thanks for your help.
Anthony
Could you give us some hard data on some of the everyday driving with the HX-40 vs the KSB1-B. I gather that spooling is better with the B-1 but what about cruising EGT's? Say driving 65mph on level ground what temps are you seeing? What about slight grades? and steep grades to maintain 65 mph? What kind of noise level ( turbine whine) difference is there between the 40 and B-1? I was surprised that WOT EGT's were the same for both turbos. I didn't think the B-1 was over-boosting at just 42-44 lbs. Did Kurt say how many lbs of boost is ideal for the B-1? Would you recommend this turbo for everyday driving? Do you think the B-1 was a big enough improvement over the 40 to justify the cost? If a truck was under the 400 hp level which turbo would you pick based on performance and cost. I know lots of questions but I would like to gather as much information as possible before I take the plunge for a new turbo. Thanks for your help.
Anthony
I gather that spooling is better with the B-1 but what about cruising EGT's? Say driving 65mph on level ground what temps are you seeing?They're about the same... somewhere around 750*-850*F depending on load, and a lot on ambient air temperature... lately it's been 85-90*F every day, and from what we've seen, nothing runs great then, and the B1 does lose some of it's spool, but as I said, everything does, so it's not a concern.
What about slight grades? and steep grades to maintain 65 mph?Well, I can only comment a little on this, as I drove the pickup for about 300 miles on Sunday, but speeds weren't 65 MPH... more around 80-90MPH sustained. Temps on slight grades were about 1000*F... not too bad, and nothing to be concerned about. On a larger grade (6% or so) temps went up to around 1200-1300*F. Also this was with my Drag Comp and not the regular one, and I know in theory it shouldn't, but it does make a difference in EGT's... don't ask me why, cause I don't know, but they do go higher quicker at all throttle settings w/ the Drag Comp.
What kind of noise level ( turbine whine) difference is there between the 40 and B-1?Well, the 40 that was on it was a screemer... extremely high-pitched and loud whine at WOT. The B1 is about the same noise level as my HY-35/9 w/ KN RE0880 when at cruise or low boost levels. You can really hear the B1 spool up though, and it does sound good. It didn't get anymore annoying on my 300 mile trip then my HY does... in fact, I don't even notice the whistle anymore.
I was surprised that WOT EGT's were the same for both turbos. I didn't think the B-1 was over-boosting at just 42-44 lbs. Did Kurt say how many lbs of boost is ideal for the B-1? I don't believe the B1 is overboosting... we're just not getting the flow we need due to the smaller housing. We're working on correcting our EGT problem via jimmy-rigging the wastegate open some so we get more flow w/ less boost. Kurt said most guys are seeing about 40-55 PSI boost depending on altitude and fueling levels. Down at 500 ft. elevation the other day, w/ ambient temp of 92*F, I saw 50 PSI at WOT w/ Drag Comp on 5x5... this was at about 65 MPH after coming around a corner and seeing a nice straight stretch. Kurt really hasn't told me an "ideal" boost level. He wants us to get the wastegate opened for more flow, and said to look for something around 40 PSI boost... he's also claiming that w/ the increased flow we'll see upwards of 40 RWHP increase. The theory makes sense... more air out (wastegate open) means more air in to make more power by burning more fuel. I'm hoping it works. He's also said that by doing this, even though we'll see less boost, that EGT's should drop anywhere from 50-150*. This would be great... and I'm planning on doing this either this evening or tomorrow afternoon. Another thing that Kurt says is our problem is our air intake... he says the KN RE-0880 just laying under the hood is pulling too much hot air and we need to get it outside... his choice is the Scotty II, but we're looking into some cheaper things first (like the wastegate actuator). Another problem we see w/ the Scotty is the noise level will be increased significantly.
Would you recommend this turbo for everyday driving?YES! I would at least... it spools good, and hopefully we'll get it tailored to our needs. Not sure if Denis would just yet, but as I've said 100 times, he's not going to be happy till he has twins.
Do you think the B-1 was a big enough improvement over the 40 to justify the cost?Not 100% convinced on that one yet... I know Denis isn't, but I think that once we get the top end that we want that it will be a great turbo. As one other guy asked to me in a PM, we're just perfectionists, and won't be happy till things run like we want them to, and are tailored to our pickups specifically.
If a truck was under the 400 hp level which turbo would you pick based on performance and cost. Depends on elevation to me... . I think that if you're at lower elevations, the 40 would do you fine (or even the PDR HX-35 if under 400). The 40 spooled good down low, just not up here. Oh, the 40 didn't spool good enough to where Denis felt really comfortable racing people stop-light to stop-light w/o boost built, but I think the B1 will do that very well. I don't know about the cost factor... I basically convinced myself to cry once and get what I think was the best, so that's what I've done (I ordered my KSB1-B today and should be here Friday or Monday).
Does it bark easy or do you have to really jump off the go pedal fast to get it to bark? I had heard someone say they had a B-1 and it barked just cruising down the road sometimes. Well, from what I've seen, it will bark when getting off it instantly from about 35 PSI and up. If you ease out of it, there's no problem. I hope I'm not saying something I shouldn't here (and I'm going to ask Kurt to read this thread and give his thoughts as well) but here's what he told me on barking the B1. He said that I can bark it all day long and not hurt it... that he's seen many guys let off when sled-pulling at +60psi boost and come to a dead screeching halt, and have the turbo bark 2 or even three times in a row, and it never hurt a thing. Lastly, he didn't come right out and say it, but I think that if you can break this turbo (and that is what you're worried about w/ barking it, right? Breaking the shaft?) that he'd probably buy it back from you or replace it with a brand new one. I'll tell you, I'm not going to worry a bit about barking mine once I get it on... just like my DTT, If I can break it, it'll be fixed.
I know lots of questions but I would like to gather as much information as possible before I take the plunge for a new turbo. Thanks for your help. No problem, and I hope I've helped some people out there... I know I sure wish there was a thread like this on the B1 when I started researching my turbo purchase.
Oh, also, when it's about 65*F at night (like 11 PM or so) this thing runs like a raped-ape... it flat gets it on!!! EGT's are still pretty high, but it spools very fast and flat makes the pickup move. When I was in Redding sunday, w/ 92* temps, I put it to the floor w/ Drag Comp on 5x5 only one time, and it spun the tires till I let off in 3rd gear... pretty good if you ask me.
Later all, Josh
What about slight grades? and steep grades to maintain 65 mph?Well, I can only comment a little on this, as I drove the pickup for about 300 miles on Sunday, but speeds weren't 65 MPH... more around 80-90MPH sustained. Temps on slight grades were about 1000*F... not too bad, and nothing to be concerned about. On a larger grade (6% or so) temps went up to around 1200-1300*F. Also this was with my Drag Comp and not the regular one, and I know in theory it shouldn't, but it does make a difference in EGT's... don't ask me why, cause I don't know, but they do go higher quicker at all throttle settings w/ the Drag Comp.
What kind of noise level ( turbine whine) difference is there between the 40 and B-1?Well, the 40 that was on it was a screemer... extremely high-pitched and loud whine at WOT. The B1 is about the same noise level as my HY-35/9 w/ KN RE0880 when at cruise or low boost levels. You can really hear the B1 spool up though, and it does sound good. It didn't get anymore annoying on my 300 mile trip then my HY does... in fact, I don't even notice the whistle anymore.
I was surprised that WOT EGT's were the same for both turbos. I didn't think the B-1 was over-boosting at just 42-44 lbs. Did Kurt say how many lbs of boost is ideal for the B-1? I don't believe the B1 is overboosting... we're just not getting the flow we need due to the smaller housing. We're working on correcting our EGT problem via jimmy-rigging the wastegate open some so we get more flow w/ less boost. Kurt said most guys are seeing about 40-55 PSI boost depending on altitude and fueling levels. Down at 500 ft. elevation the other day, w/ ambient temp of 92*F, I saw 50 PSI at WOT w/ Drag Comp on 5x5... this was at about 65 MPH after coming around a corner and seeing a nice straight stretch. Kurt really hasn't told me an "ideal" boost level. He wants us to get the wastegate opened for more flow, and said to look for something around 40 PSI boost... he's also claiming that w/ the increased flow we'll see upwards of 40 RWHP increase. The theory makes sense... more air out (wastegate open) means more air in to make more power by burning more fuel. I'm hoping it works. He's also said that by doing this, even though we'll see less boost, that EGT's should drop anywhere from 50-150*. This would be great... and I'm planning on doing this either this evening or tomorrow afternoon. Another thing that Kurt says is our problem is our air intake... he says the KN RE-0880 just laying under the hood is pulling too much hot air and we need to get it outside... his choice is the Scotty II, but we're looking into some cheaper things first (like the wastegate actuator). Another problem we see w/ the Scotty is the noise level will be increased significantly.
Would you recommend this turbo for everyday driving?YES! I would at least... it spools good, and hopefully we'll get it tailored to our needs. Not sure if Denis would just yet, but as I've said 100 times, he's not going to be happy till he has twins.
Do you think the B-1 was a big enough improvement over the 40 to justify the cost?Not 100% convinced on that one yet... I know Denis isn't, but I think that once we get the top end that we want that it will be a great turbo. As one other guy asked to me in a PM, we're just perfectionists, and won't be happy till things run like we want them to, and are tailored to our pickups specifically.
If a truck was under the 400 hp level which turbo would you pick based on performance and cost. Depends on elevation to me... . I think that if you're at lower elevations, the 40 would do you fine (or even the PDR HX-35 if under 400). The 40 spooled good down low, just not up here. Oh, the 40 didn't spool good enough to where Denis felt really comfortable racing people stop-light to stop-light w/o boost built, but I think the B1 will do that very well. I don't know about the cost factor... I basically convinced myself to cry once and get what I think was the best, so that's what I've done (I ordered my KSB1-B today and should be here Friday or Monday).
Does it bark easy or do you have to really jump off the go pedal fast to get it to bark? I had heard someone say they had a B-1 and it barked just cruising down the road sometimes. Well, from what I've seen, it will bark when getting off it instantly from about 35 PSI and up. If you ease out of it, there's no problem. I hope I'm not saying something I shouldn't here (and I'm going to ask Kurt to read this thread and give his thoughts as well) but here's what he told me on barking the B1. He said that I can bark it all day long and not hurt it... that he's seen many guys let off when sled-pulling at +60psi boost and come to a dead screeching halt, and have the turbo bark 2 or even three times in a row, and it never hurt a thing. Lastly, he didn't come right out and say it, but I think that if you can break this turbo (and that is what you're worried about w/ barking it, right? Breaking the shaft?) that he'd probably buy it back from you or replace it with a brand new one. I'll tell you, I'm not going to worry a bit about barking mine once I get it on... just like my DTT, If I can break it, it'll be fixed.
I know lots of questions but I would like to gather as much information as possible before I take the plunge for a new turbo. Thanks for your help. No problem, and I hope I've helped some people out there... I know I sure wish there was a thread like this on the B1 when I started researching my turbo purchase.
Oh, also, when it's about 65*F at night (like 11 PM or so) this thing runs like a raped-ape... it flat gets it on!!! EGT's are still pretty high, but it spools very fast and flat makes the pickup move. When I was in Redding sunday, w/ 92* temps, I put it to the floor w/ Drag Comp on 5x5 only one time, and it spun the tires till I let off in 3rd gear... pretty good if you ask me.
Later all, Josh
Josh and Snow Man,
Thanks for the prompt reply and all of the useful information. You answered all of the questions I asked and I think I can make a very informed decision based on the info you provided. My PDR-35 works very well but I want to keep my EGT's under 1300 without losing spool-up and adding lots of noise. The KSB1-B seems to be the best turbo that will meet my expectations. Thanks again for helping out.
Anthony
Thanks for the prompt reply and all of the useful information. You answered all of the questions I asked and I think I can make a very informed decision based on the info you provided. My PDR-35 works very well but I want to keep my EGT's under 1300 without losing spool-up and adding lots of noise. The KSB1-B seems to be the best turbo that will meet my expectations. Thanks again for helping out.
Anthony
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I'm a real novice at this, but put a KSB1-B on mine. So far I really like it. I drive fairly conservatively. Once or twice (have stock transmission till 3 aug then DTT) I punched it in traffic from about 45 - 50 mph and 5 # or so, and it shot to 80 before I looked from outside back inside for a gauge check. I then have used it a couple of times in rolling traffic to change lanes etc and have built a confidence in it that it DEFINITELY will GO!!!!!!!!!!! if there is even a reasonable # built.
If the # is over 10 or so the # will go to 30 + before you can think twice and you are flying. I generally don't let it get over 80 mph.
Tommorrow I am going to tow about 200 miles and see how that goes.
So far from a fairly new guy, ----- I LOVE IT!!!!!!!!!!!!!!
oh, I run my Comp in 1x1 (haven't gotten to the point I NEED to do the VP yet)
I know that the DD2's and Comp change the trip computer all to heck, BUT the wife SEES 28 mpg empty cruise at 55 and LOVES it! (hehehehehe) now "all that $$$$" is OK by her, "better mpg than her minivan". It is all politics and perceptions!
Bob Weis
If the # is over 10 or so the # will go to 30 + before you can think twice and you are flying. I generally don't let it get over 80 mph.
Tommorrow I am going to tow about 200 miles and see how that goes.
So far from a fairly new guy, ----- I LOVE IT!!!!!!!!!!!!!!
oh, I run my Comp in 1x1 (haven't gotten to the point I NEED to do the VP yet)
I know that the DD2's and Comp change the trip computer all to heck, BUT the wife SEES 28 mpg empty cruise at 55 and LOVES it! (hehehehehe) now "all that $$$$" is OK by her, "better mpg than her minivan". It is all politics and perceptions!
Bob Weis
Josh Kudos Man Great ... . I mean GREAT report!!!!!!!!!!!!!!!!!!!!!!!!!!!
A+ bud thanks for the info!
A+ bud thanks for the info!
Update
Just to let you all know, my turbo is now not supposed to be here till Thursday, so will either install it Thursday evening or Saturday... plan on going to the drag strip one week from this Friday... . Ricers, here we come!!!
And no, still haven't messed w/ Denis wastegate at all... hard to do w/ his pickup 70 miles away when he's on some hay-fields out of town, so that testing will probably end up being done on mine this weekend and next week... hopefully can find the sweet spot before going to the drags.
Later all, Josh.
Just to let you all know, my turbo is now not supposed to be here till Thursday, so will either install it Thursday evening or Saturday... plan on going to the drag strip one week from this Friday... . Ricers, here we come!!!
And no, still haven't messed w/ Denis wastegate at all... hard to do w/ his pickup 70 miles away when he's on some hay-fields out of town, so that testing will probably end up being done on mine this weekend and next week... hopefully can find the sweet spot before going to the drags.
Later all, Josh.
Turbo on!!!
Another quick update...
Got the turbo yesterday, started installing at 4 P. M... . finished at 11:15 P. M. More fabrication to do on mine, and no you won't be seeing my welds, as they are very very bad.
Opened up my wastegate today, and it's running about 37 PSI until 4th gear where it goes to 40 PSI. I'm going right now to tighten it down some more so I can see 40 PSI all the time. Seems like it might have more power then when the wastegate wasn't activated, but hard to tell... last night at 11 pm it was 70*F and raining (really humid at least)... today it's 89*F. EGT's last night were good, never going over 1600*, but today they still go past 1650*... may be due to the lower amount of boost, may be because of the ambient temp change... I'm guessing the temp change, as Kurt said with the increased airflow we should see lower temps.
Will keep you updated, and make a better post w/ a pic of my wastegate setup soon.
Josh
Another quick update...
Got the turbo yesterday, started installing at 4 P. M... . finished at 11:15 P. M. More fabrication to do on mine, and no you won't be seeing my welds, as they are very very bad.
Opened up my wastegate today, and it's running about 37 PSI until 4th gear where it goes to 40 PSI. I'm going right now to tighten it down some more so I can see 40 PSI all the time. Seems like it might have more power then when the wastegate wasn't activated, but hard to tell... last night at 11 pm it was 70*F and raining (really humid at least)... today it's 89*F. EGT's last night were good, never going over 1600*, but today they still go past 1650*... may be due to the lower amount of boost, may be because of the ambient temp change... I'm guessing the temp change, as Kurt said with the increased airflow we should see lower temps.
Will keep you updated, and make a better post w/ a pic of my wastegate setup soon.
Josh
Josh,Im very interested in seeing your wastegate. I want to wastegate my large housing B1,but the turbo master still wasnt ready as of a month ago, i have to call again,and see how they are doing. id like to keep mine under 60PSI . when the nitrous is used. If i could set it for 43-45psi Id. be a happy camper
. when the nitrous is used. If i could set it for 43-45psi Id. be a happy camper
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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
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