Kwikkurt's B1 On A 2001 AT

[Vaughn MacKenzie]

BHAF

yogibear, what do you mean by the BHAF being a problem? Something actually wrong with the filter, or is it just not cutting it application-wise??



Vaughn

 

[yogibear]

The problem is the hot air in eng. compartment. Kurt told me right away it was the wrong filter for low egt's. , but wanted me to try it, and he was right. We need cooler outside air to help control egt's. He can explain it better than I can, I'm just the operator. lol

Larry

 

[KWIKKURT]

Vaughn,



What Yogi - PIA - Bear Is talking about is during my Testing with the B-1 I found the Stock Air box with a K&N would not flow enough CFM. I was sucking the Filter minder down to 100%.



I did not have time to install a Scotty Air System So I installed a BHAF style air filter. Air Flow CFM was then fine. But when I was Loaded Heavy with a Trailer for EGT tests I found that the air entering the Air filter / Turbo Inlet was over 100 Deg's hotter then the Outside air temp. EVEN at 75 Mph and 34 deg's outside the Air filter intake temp would climb over 140 deg or more.



For the first time in two months and alot of testing even at 70 deg outside air temps the intake charge air (Turbo Compressor outlet) was over 340 deg's. It would climb over 440 deg if I remember right. This means much higher Egt's. Just from the heated air entering the airfilter.



The BHAF is a great filter for high CFM but any filter not ducted to the outside air will raise EGT's, combustion pressures and Lower HP and Mileage.



I then installed a "HIGH CFM ScottyAir II" (Avail Soon) And my Air Intake temps dropped to within 10-20 deg's of outside air temps. The Charge air from the B-1 stopped going over 340 deg and my EGT's Dropped 150 - 200 deg's further.



If you heat the air before it gets to the turbo even a Very high efficency turbo within it's map area will heat the air many times over during compresson and you end up with less Overall performance gains.



This was again confirmed on Yogi's six wheeled Office Chair.



He had a Bhaf and with the B-1 installed the EGt's were lower than his KS14CM2 Turbo But when he returned after towing half way across the US I found signs of excess heat in the Charge air. We reinstalled his Bombed OEM box with a AmsOil filter and his EGT's Dropped even More.



Sorry for the long post... What I have learned from all of this is if 100% of the OEM Truck and Car manufacturers Duct the Air intake to the outside of the engine compartment Maybe they did do something right.

 

[yogibear]

I will say this for SLOWKURT if anyone can suck down the filter minder, HE CAN!!!!!

 

[KWIKKURT]

Originally posted by Mark_Kendrick



While testing Kurt had FOD damage that would have destroyed the hx-40. . they cleaned it up, rebalanced and reinstalled. the object that went through the turbo went in the intake banged up a piston and valve and went out the back side, WOW!



Plus the shaft is way bigger so the joint to the ehaust wheel is a lot larger. The ex joint is where the hx-40's were failing.



I'm salivating just thinking about it!!!



here pavlov.....

To clear up any questions about this:



During R&D on the B-1 Turbo I was installing a different Exhaust housing. When I removed the Turbine housing I found that the turbine wheel had damage!!! I called my TurboMachinest "GOD" and asked his opinion. After describing the damage he said it had F. O. D. (Foreign Object Damage). Thinking back I figured I must have dropped something (Washer?) into the Turbo when I was fabricating the Exhaust down pipe in our R&D Shop Facility at the Tulare meet.



So I asked him what to do? Since the turbine wasn't missing any blades or large chunks he said put it back on and don't "HotRod" it too much until I returned to Phx. Knowing this was next to impossible I installed a KS12cm2 I had in the truck for a customer. When I returned to Ken's shop he just cleaned up the Damage and rebalanced the assembly. He stated that what ever it was it bounced around in the Turbine housing until the turbo ground it down enough to pass it thru and out the exhaust.



Later (2 months) when I removed the head for a gasket change I found that the FOD damage wasn't from my exhaust work but that whatever it was had passed from the intake thru the #5 cylnder. It had beat up the piston and head and hit a exhaust valve once. What was it?? (Sabitoge from the Competion or maybe the Phford Camp?) I still don't know. It may have been sitting somewhere in the intake system for months then with the increased air flow of the B-1 it was pushed into the engine.



To repair the damage I used a hammer and grinder to smooth out the piston crown and put it back together. I wanted to remove any possible hot spots. I will post pics soon. You will not find the instructions for this kind of repair in your Cummins manual... I think it is in "How to keep you volkswagen alive" a step by step manual for the "Complete Idiot" Thousands of miles later the turbo is still working fine ... Atleast according to Nowell'S post! JUST Kidding Nowell!!

 

[Cummins Corvette]

How does this turbo compare to twins? Just curious.

 

[KWIKKURT]

Originally posted by yogibear

I will say this for SLOWKURT if anyone can suck down the filter minder, HE CAN!!!!!

That's it YOGI... ... The Gloves are coming OFF!!!



What I meant to say was the only place I found Hotter air then the Engine compartment was from inside the CAB!!!!! LOL

 

[Vaughn MacKenzie]

Originally posted by KWIKKURT



To repair the damage I used a hammer and grinder to smooth out the piston crown and put it back together. [/B]

Kwikkurt is a crazy man Don't you think a new piston would be a better choice for a slightlty bombed rig versus beating the old one back into shape with a hammer and smoothing it out with a file? Eliminate hot spots? LMAO!!!!!!! I guess there is a technical and fine engineering aspect to BOMBing, and then there's the barbaric side





Anyway Kurt, thanks for the filter explaination and I forgive you for the long post . You excellent testing really brings out what a great job Scott1 did dreaming up and producing the psychotty air system. And I must say you have been doing some terrific work on the turbocharger front yourself which is going to really benefit many CTD BOMBers ( and already has )



Vaughn

 

[KWIKKURT]

Vaughn, I do have a Big problem with Long Posts!!! I always think I am not being clear enough with my posts. I was defineatly (-1 spelling) sleeping during "English Class" !!!



P. S. I was very careful with the Grinder!! LOL

 

[yogibear]

Vaughn, I'll have to say he is good with a grinder, and needs to be with his welding, he's had plenty of practice!

 

[Vaughn MacKenzie]

Originally posted by yogibear

Vaughn, I'll have to say he is good with a grinder, and needs to be with his welding, he's had plenty of practice!

You guys are killing me So you're saying I should go to Kurt if I need Grinding but Look Elsewhere if I Need Welding



LOL

 

[HVAC]

Compared To Twin Turbos

CAnderson asked about how this B1 compares to twin turbos. I'll answer that by saying the twins will build more boost. That is the primary reason for twins. We can make 75 psi or more. Also, where the singles usually create too much heat at high boost levels, twins will do the job without the heat penalty, and without high drive pressure.

Kurt's readings indicat that up to 45 psi the heat level isn't a problem. Testing continues.

 

[MikeR]

Vaughn, I'll have to say he is good with a grinder

I figured I must have dropped something (Washer?) into the Turbo when I was fabricating the Exhaust down pipe in our R&D Shop Facility at the Tulare meet

Ahhh yes. I remember visiting this infamous R&D shop at the Tulare meet. All I remember was that is was kinda cold and breezy,poorly lit, and the neighbors were noisy and up late partying. The precision machining equipment was also like no other.



-Mike

 

[HVAC]

LOL @ Mike R



But breezy? We were able to get our cigarettes lit with little difficulty. Cold? Compared to ??? Poorly lit? I got you on that one. There were light strings from one end of the RV group to the other. We had a vertual abundance of light. Especially considering where we were (nowhere's midst).



Back to turbos. Is there anyone out there with stage III injectors only? You would need the benefit of a boost module in this scenario.

Normal boost for a set of III injectors is about 32 psi. The subject truck makes 40 psi just on the injectors with the B1!!! That's awesome BABY!!!

 

[Briar Hopper]

"The neighbors were up late and partying"..... Well, Kurt's R&D shop was getting it's generator power courtesy of Psychostroker and Party Diesel-Central Pad... the rest of us were getting our power courtesy of Psycho's keg of draft. Lights and beer courtesy of the Ford boys

No goggles around, or I would have hung around Kurt's truck a little more. Sparks were a-flyin' !

 

[rubberneck]

Originally posted by BigCarl64

I am definitely interested. What type of trans setup is in the truck and how much fueling does it have?

Come on Nowel, throw us a bone!



Rubberneck, you get that Mallory installed yet?

Hey bigcarl, no i didn't do the mallory yet, still trying to decide, the summit pump puts out great pressures, but it is a little noisy, soooo well see. Hey man were you in ripon on saturday, i swear i saw ya on jack tone road. later.



now back to turbos, HVAC are you saying no ez box, just dd3s and boost module and this thing pulls 40 psi???



kwikurt, on your truck with it in 6th gear towing a good load say on a 6% grade, how much boost you see at 1600 rpm. Im digging the way this turbo sounds, lots o hotrodding potential from the sound of it. I just love the way my truck tows a big load in the lower rpms and dont want to sacrifice anything while towing to gain while hotrodding. What i am saying is I WANT IT ALL. Yeah i know who doesn't. .

 

[yogibear]

Rubberneck, why would you ever let your rpm get down to 1600 rpm on a 6% grade pulling a load? Unless you were stopping, or asleep at the wheel. Just curious.

 

[rubberneck]

Originally posted by yogibear

Rubberneck, why would you ever let your rpm get down to 1600 rpm on a 6% grade pulling a load? Unless you were stopping, or asleep at the wheel. Just curious.

Um i dont know, i mean what if i wanted to actually drive the 55mph speed limit while towing with the 3. 54 rear end.

usually i dont, but for instance: traffic. You know those times when you get boxed in by some idiot in a compact car who either wont or cant accelerate to get out of your way. right now, i can hold it there,50 mph or so, right around 1600 rpm and egt's stay in check, when traffic clears out i can mash down on the throttle and accelerate with my trailer on without ever having to shift. This is towing @8500 pound trailer. Im just trying to get a feel for how this b1 performs on the lower end compared to say the stock hx35. I already know from the posts that it is bad A$$ for cranking the fuel and running high rpm hard running. People are describing this thing as the god sent of turbos, just trying to gather some info, as i have not seen/ridden in a truck with one on. Im not trying to stir anything, just want info

 

[rubberneck]

figured it out kind of

kurt, went back and read the original b1 post, and found the graph in response to bpine's question in relation to just maintaining speed on a hill. at 1800 rpm it looks like you were pulling 34 psi and 1200 degrees, seems very comparable to what i get now with the hx 35, and you were loaded heavier than i am usally. so sounds good. I guess what i am trying to find out is, this thing sounds like about the best thing going for us "dual purpose guys" i mean most of the time i am just hot rodding around empty, but i still need to be able to pull the 5er just as well. fyi, when i tow, the pm3 stays put in the ash tray, just towing on the ez and dd3's, so you have an idea about how much hp im pushing. Sorry for the long winded posts, i think i need to go sniff some diesel fumes and get my head straight.

 

[KWIKKURT]

To all Posts... I will be online later today and answer your posts... . And YogiBear..... Your's Reply is coming too!!!LOL