Ordered some parts...

[DogramTD]

You should be fine then, just make sure parts are CLEAN when assembling them.

 

[JJPage]

That turbo ought to spool like crazy!

 

[rscurtis]

I'm surprised the turbo wastegate only works on 3 cylinders, just like the '95 12V I had.

 

[AH64ID]

I noticed that too, but I really don't think it matters. The whole point it to keep the turbo from overspeeding, so any exhaust you dump will work.

But with my DP gauge on the front 3 cylinders it will be easy to tell if it drops pressure across all 6, or just the back 3. I guess it drops on all 6, but more on the back 3.

 

[AH64ID]

Spent most the day in the garage working on the truck. The manifold/turbo are installed. All went pretty smooth, but had to get 1 different bolt for the turbo mounting flange. The 2 they supplied were good for 1 side, but the other side they were too long. Got the turbo oiled, CAC hooked back up and just need to tighten the exhaust clamps. I am thinking of wrapping the exhaust while its mostly not apart...

The studs are also installed. I did one at a time, then torqued them at 80, 95, then 110. After they were all done I torqued them in 2 phases to 125. Now I am letting it warm up with the block heater until I go to bed, then cool overnight and on last tq check.

The only issue was the old turbo had a little oil in the outlet pipe. It wasn't enought to make it to the intercooler. I haven't been using oil, so either its very minor or hasn't been doing it long. It's also possible that it pushes a little past the seals when the exhaust brake in on at idle??? The old turbo is very tight thou, so maybe just a seal kit before I sell it. I will dig into it deeper. But wow the exhaust wheel is tiny on that thing!

I also learned something about the OEM manifold. I had always understood it to be a 4/2 design, but #4 actually dumps into the rear bank. But the way it does it HORRIBLE for flow! The ATS does have larger ports as well, . 14 larger diameter at each cylinder, and at the flange they are . 1x. 15 larger and are oval vs "D" shaped. All in all the manifold looks like it will flow more air and create less backpressure.

Pics to follow. . off to spend time with the fam.

 

[AH64ID]

A side by side comparison of the two manifolds. You can see how the ATS has a much smoother flow for #4 than stock and has larger ports.
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[AH64ID]

I cleaned the side of the block up with a wire wheel and bolted the ATS up.
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[AH64ID]

The turbo with the coolant line hooked up and ready to install. The instructions state than the WG is calibrated for stock levels and you gain approx 1. 5 psi per ½ turn of the WG rod, so I shortened it 1 turn to start.
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Installed
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[AH64ID]

This is where the coolant supply comes from. It uses the heater core return.
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It then dumps into the water pump. The tubing over the filter housing is removed.
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Out with the old, and in with the new. It's actually a very easy task, just takes time.

 

[AH64ID]

Stock
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Stock and Studs
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Complete
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You can see here how much more purchase the studs get in the block. The OEM bolts had about 9 rotations of engagement and the studs have about 14.
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[seafish]

Looks like youre having FUN !!! Nice work and thanks for the write-up and pics.

Could you explain more, and maybe post a pic, of how the # 4 exhaust port "dumps into the rear bank" ?? Does that mean the OEM is a "balanced" 3 x 3 manifold, but the ATS is a smoother flowing 4 x 2 design??

TIA

 

[AH64ID]

It is a 3x3 manifold. . but not really balanced. As you can see here the exhaust comes out of #4 and makes a 90* turn, then another 90* turn to go to the collector. The turns are pretty tight and don't look conducive to flow. My dealership has always said they see more #4 failures on stock trucks than any other cylinder, and I can see why. . thou #6 still takes the cake for aftermarket.

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[seafish]

It is a 3x3 manifold. . but not really balanced. As you can see here the exhaust comes out of #4 and makes a 90* turn, then another 90* turn to go to the collector. The turns are pretty tight and don't look conducive to flow. My dealership has always said they see more #4 failures on stock trucks than any other cylinder, and I can see why. . thou #6 still takes the cake for aftermarket.



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Now I get it... thanks for the pics and the drawing... what you said makes a lot more sense. If and when I upgrade my exhaust manifold, I had always considered going with a 2nd gen manifold with the center mount T-4 flange... it seems so much more conducive to better flow, BUT it would ALSO mean modifying all of the other pipes and turbo mount downstream... so the ATS 3rd gen manifold looks like a pretty nice compromise !!



Can't wait to hear how you like it all and how your EGT's change, etc.

Also lookign forward to how you like the turbo you picked... maybe a separate thread about that, eh??



Thanks again for sharing details of all your efforts!!

 

[AH64ID]

I have wanted to 2nd gen setup for a while, but like you said this is an easier install and I think it's 90% as good!

 

[AH64ID]

All buttoned up. No leaks, test drive was good. I took it really easy, never over 8-10 psi. But WOW that thing sounds sweet at 3-7 psi, got a nice whistle to it.

The exhaust tone is deeper as well, with just a hint of turbine whistle. I am sure it would be more if I didn't have a muffler and a resonator.

Cruise boost is about 2 psi lower at 60. It does spool a little slower on easy driving, but really it seems better, haze was down, EGT's were down 50-100* and the motor seems to rev easier. My normal acceleration got me to 2200 rpms before a couple times (where normally it peaks about 1800-1900), the motor just sounded happier. So initial reports are good. I am going to drive it this week so I'll report back.

I did do a no-load boost/DP measurement real quick. It doesn't build boost until over 2K rpms, and at 3K rpms its only got 1. 5 boost and 4 drive, vs stock which was 7/14, and with the cam 9/18!! Yay for a freer flowing turbo.

 

[AH64ID]

I pulled it apart and re-torqued the studs, and they didn't budge! These motors are so easy to work on, less than an hour from start to idling.

I drove it to work today, and couldn't play too much, but it skyrockets to about 28psi, then slowly builds. I didn't see how high it would go as there was too much traffic, or not enough rpms. In 5th gear drive is about 2psi higher thru 2700 rpms, then slowly goes to about 1. 3:1, I wonder if that's the 3rd event? In 6th its dang near 1:1.

 

[AH64ID]

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[Vaughn MacKenzie]

Thanks for the great report AH64ID. Did you get the turbo from Turbo Re-Source?

You going to be at the May 1st dyno event in Meridian by chance??

 

[AH64ID]

I got the turbo from Pat at Big Twin in Meridian, but I believe he uses Tom as his Garrett supplier.

I won't make the dyno, I have drill that weekend. I do want to dyno the truck with the new goodies and see how it does.

 

[cerberusiam]

In 5th gear drive is about 2psi higher thru 2700 rpms, then slowly goes to about 1. 3:1, I wonder if that's the 3rd event? In 6th its dang near 1:1.

Yep, that would be that pesky late event. Still not too bad of a ratio compared to the stock turbo.