Results: BD Twins, CP3, TST, Smarty, MP8

[JStieger]

After spending the last few months getting everything put together I finally had time to dyno the BD twins with Stage 1 CP3. I went to the dyno that I have been going to since I owned my truck so all my runs are saved. I also tried various combinations of TST 03 twins program, Smarty, and MP8 pressure box. The results were surprising in that I think the big 90 HP injectors I have need totally different box combinations than what others with stock injectors need to do. All numbers reported below are UNCORRECTED ACTUALS on a DynoJet. No correction factor BS voodoo applied! I think Meridian, Idaho is at 4200 feet elevation.



The best numbers I got with a stock CP3, single SPS 62 turbo, and 90 HP 3-flow injectors were 539 HP/1000 TQ with the TST on 4x2. Any TST power or torque level higher lost power due to the rail running dry. Details HERE



Baseline Comparison



This was done with fuel boxes off to compare the stock CP3 and single turbo SPS 62 to the Stage 1 CP3 and BD twins.



Stock CP3, SPS 62: 362 HP/663 TQ

Stage 1 CP3, twins: 349 HP/634 TQ



#ad




As you can see I lost 17 HP with the twins baseline. I believe what is happening is that with minimal modifications the twins take some HP to "drive" them. Also, this time I had 285 versus the stock 265 tires on.



TST With or Without MP8



All of these runs had low EGT and the smoke cleared up really quick.



TST 3x1, MP8 0%: 439 HP/871 TQ

TST 4x1, MP8 0%: 494 HP/951 TQ (SPS 62, stock CP3 was 522 HP/1061 TQ)

TST 5x1, MP8 0%: 546 HP/1057 TQ (rail pressure ~ 24K; EGT ~1000*)

TST 6x1, MP8 0%: 4XX HP/9XX TQ (lost rail pressure)

TST 5x1, MP8 30%: 596 HP/1124 TQ (rail pressure ~24K; EGT ~1200*)

TST 6x1, MP8 30%: 540 HP, 904 TQ (lost rail pressure)



As you can see, the modded CP3 allowed me to gain one more TST level. Further, when the modded CP3 was then controlled by a pressure box further gains can be realized at the same max TST level. In all I think I can say that the CP3 has allowed for at least 50 more HP to be realized - possibly more if I could get the twins spooled on the dyno better. The modded CP3 has virtually eliminated the infamous 2200 rpm dip on the dynos when the rail lost pressure. Tomeygun also observed this on his dynos.



One thing I am beginning to find out is that while these BD twins are very quick spool on the street, they are less than this on a dyno due to no load. I think on the street, I would easily be pushing low 6XX HP. Still low smoke and EGT at these fueling levels are amazing as compared to the single turbo, which had the pyro pegged on the top rpm range.



#ad




#ad




Smarty on 60 HP No Timing with TST and MP8



I was expecting big numbers from this combo, but sadly this did not happen. The Smarty runs were a bit hotter, smoked a bit more, and cleared up less than without the Smarty.



Smarty 60 HP no timing, TST 3x1, MP8 0%: 524 HP/1102 TQ

Smarty 60 HP no timing, TST 4x1, MP8 30%: 565 HP/1103 TQ

Smarty 60 HP no timing, TST 0x0, MP8 0%: 439 HP/862 TQ

Smarty 60 HP no timing, TST 4x1, MP8 0%: 567 HP/1104 TQ

Smarty 60 HP no timing, TST 5x1, MP8 0%: 494 HP/1015 TQ



On the TST 4x1 runs, the results were the same with or without MP8 pressure! However, one has got to love that flat torque curve!



#ad




#ad




#ad




Smarty on 120 HP Timing Program + MP8 Pressure Box



Again, really flat, wide torque curves. At MP8 40%, the rail pressure high level alarm just started going off too.



Smarty 120 HP timing, MP8 0%: 524 HP/973 TQ

Smarty 120 HP timing, MP8 30%: 541 HP/1011 TQ

Smarty 120 HP timing, MP8 40%: 567 HP/1062 TQ (high rail pressure alarm)



#ad




Comments



1) While my rail is capped (Floor-It rail cap), I will only use up to 40% MP8 setting to prevent excessive rail pressure.

2) I'm disappointed in the Smarty. While it drastically improves driveability in town it appears to not work to well on my truck in terms of max power before the rail runs dry. When the Smarty was on, my truck EGT was also hotter and the exhaust was smokier than without the Smarty over the entire rpm range.

3) I did have an exhaust leak in the engine compartment by virtue of the small soot clouds, Maybe this affected turbo spool up or maybe not - not sure because I couldn't exactly tell where the leak was coming from.

4) I think I am done modding. :-laf I'm happy with the numbers for a 305/555. I just don't want to go down the more expensive modding road for a while. Bigger fish to fry right now. If I had to try something different it would probably be slightly smaller injectors to get more TST tuneability back.

5) I just would have wished I could have got the twins spooled more on the dyno like they do on the street. Maybe my numbers would have been more than what I got. I clearly has some more room as witnessed by the EGT levels.



Anyhow, I hope this post helps you guys out...



Also, just like to say thanks to AK Ram, Jeff K, and cquestad from DTR for all the tuning advice the've given me through various PM and emails. cquestad was there when I dynoed a lot and provided the extra set of eyes to watch the gauges and take notes.

 

[jwilliams3]

Nice work and a great post I might add...

 

[BBRam]

Awesome post indeed. It really help's in giving me some sort of direction. Great attention to detail. Thank You !!!!!! BRIAN

 

[JCleary]

Excellent post!



I do think you'd have a better time on a Mustang or Superflow that can really load you down.



I like Dynojets because of the uncorrected numbers, but they're limited in what they can do with our diesel trucks. Perhaps someone will make one with 10,000lb rollers. That should be enough load!



Any chance of you making it to Ponci's dyno day next Saturday? It's a Superflow that really loads your motor down. My truck almost didn't recover when I was on it the last time. I got some new tricks now, so hopefully I'll do better.



Gary with J&H did 777+/- with his '98 12-valve the same day I dynoed 100+ horsepower low.



Might be worth the trip to see what your truck really can do?

 

[JStieger]

JCleary-



Can't make the dyno day. I drove 800 miles there and back to dyno in Meridian. And for work I commute 150 miles every day (company vehicle) so I'm all "drove out".



For me the #'s are what they are. I just like the fact that I've been able to just go to one consistent dyno. This dynojet in Meridian does have the heaviest rollers on it like the one at Dynomite Diesel in Monro, Washington so I feel pretty good for getting these numbers. All the runs are saved too so I can pull old runs and graph them next to new runs, change the axis to say time and really see what turbo changes do for example.



I was really keen on trying the Smarty plus pressure has Lloyd got 730 HP with this combo on a dynojet uncorrected. However, his truck has the newer engine and electronics as well as different injectors too. It just seems that the 305/555 are limited in what they can do versus the +04. 5 trucks. While the Smarty didn't give the highest HP, it did give the best graphs with the most area under the curve. In my opinion, this is the most important thing in terms of usable power on a truck. Really, who cares about a high power peak late in the rpms in terms of daily street and towing driving?



The twins are sure finicky though - almost a PITA sometimes. It took me a few weeks to solve little boost and oil leaks. Now I have to chase a exhaust leak, which I thought I solved a few weeks ago. Unfortunately, I couldn't really drive with my hood wide open like on a dyno! The PITA factor, though, is soon erased as soon as I stomp the go-pedal right off idle...



The modded CP3 is interesting too. You can definitely feel it working off-idle / low to mid rpm although the dyno graphs didn't show this as much as they did on Tomeygun's dyno (different dyno type).



I also forgot to thank you and jwilliam's too on answering all my questions on box settings, clutch pictures, etc!



Oh, and if anyone has a line on say 50 HP injectors please let me know! :-laf

 

[lmills]

Julius!!!!! I tried to call you the other night. :-laf I am glad to see you got it on the dyno for some numbers. For what it is worth, another truck that I have done a bunch of work on had an almost identical set up as yours. The main difference being it had a set of twins that I built using an HTB2 as the top charger and a HT3B as the bottom one. It dynoed 598 with pressure, smarty, 100 HP injectors and the twins. This was also on a 305/555 engine. So I would say you are iin the same ball park.



Also, I don't know what rating my injectors are for HP, but there is one thing I found out for sure. They must be biiiiiggggg. :-laf Yesterday I spent the day driving it with no electronics on. I had the TST on 0-0 for boost fooling. With just injectors, I was making 50 psi of boost and they had no problems driving the twins.

 

[JStieger]

cquestad thought that maybe the exhaust leak was coming from my secondary wastegate. It's an internal wastegate that I modded slightly to open more by putting a spacer plate between the turbo and wastegate cover. The wastegate itself is dual port and now it opens all the way without hitting the cover. Maybe the exhaust gasses were leaking out between the spacer and cover???



If so that's a lot of energy being wasted! I wonder if I could modify this twin set for an external wastegate? For what it's worth at 55 psi at the intake manifold I was running about 65 psi drive pressure. So at the secondary compressor outlet I was probably at 57 or so psi taking into account the intercooler pressure drop. Almost 1:1 so at least I was making "good boost". I didn't want to get high boost just for the sake of high boost numbers since boost is just a measure of restriction.



On another note... injection timing changes...



When cquestad dynoed after me, he played around with the TST timing settings. The results were pretty interesting in that he gained about 6 HP per 3 degrees advance, but the EGT really dropped. His best numbers HP and EGT IIRC were with Smarty on a timing program + 6* timing from the TST.

 

[Bob Wagner]

Great information Julius/ Thank you