Sorry for the delayed response guys. Right before the show we had a very limited amount of time for dyno work, really just enough to get the turbo operational. At that time we were seeing about 450 peak HP at the rear wheels, and with our experience on drivetrain loss, that puts us somewhere over 500 at the flywheel. I don’t have complete curves to share with you because we did not complete a full set of tests at that time. Now that the vehicle is back in our possession, we are installing instrumentation and preparing for more dyno work, primarily to fine tune the turbo operation. We were only making about 35 PSI boost in those early runs, when we start increasing boost and adding fuel to match, we may wind up over 500 at the rear wheels. When that information becomes available, I will try to share it with you guys.
I drove the truck a lot during the taping, and I would say that to me, the initial throttle response felt a lot like a stock HY35 turbo that had been adjusted for more boost. That may not sound impressive, but remember that this is a much larger turbo that will produce more boost with significantly less backpressure than the stock one. That is where the power is made. As far as the response of the variable geometry mechanism, it is virtually instantaneous, but you are not likely to know when it is active. At low RPM’s the turbo will be adjusted to a small size, and as boost, exhaust backpressure and airflow increase, the mechanism will gradually increase the size of the turbine. This is a Garrett turbo, and as far as I know, there is no appreciable difference in the response rate of the Garrett vs. the Holset. We ran a Holset HY55 VGT on the Bonneville Dakota. One major advantage of the Garrett is that the mechanism is hydraulically driven by the oil supplied to the center section of the turbo, while the Holset is pneumatically actuated, which requires an additional support system.
Although it is necessary for emissions in many cases, I am not a big fan of EGR from a performance standpoint. The way I understand it, the purpose of EGR is to introduce an inert gas into the cylinder during combustion, which essentially reduces NOx emissions. But this also effectively reduces the displacement of the engine, making your 5. 9L engine act like something smaller. I always like to see emissions handled by some means other than EGR if possible.
Peter Treydte
Banks Power
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