Sorry for all the questions, but the search function has been timing out on me for the last week. But what I was wondering is if any companies have been working on a new turbo or maybe even a set of twins for the duramax?

There are a couple that are allegedly working on turbos, ATS, Quadzilla, and I believe Piers as well. Nothing for public consumption as far as I know.

I don't thimk any are going to come out. After 4 years, I have lost faith.

I made a few phone calls the other day regarding this. Talked to one of Quad's guys, he said, we arent going any further with the project because of lack of interest. So, I called ATS, Jake said, a couple more weeks, I said thats what you told me at Muncie, he said they just made their last revision on the casting and it will be ready in a couple of weeks. Ballpark price for the whole kit........$3000http://www.dieselplace.com/forum/smileys/smiley3.gif. NO THANKS!!! I will build my own for that kind of dough.

ATS revised the downpipe casting mold so it could be used on the LLY too

cool. Does that mean that we might be able to upgrade out turbos in the LLY in the future as well? Or are they just keeping their options open?

I talked to Garrett at SEMA and they said they will have one available for the LB7 very soon. They didnt give any specs though, sorry. According to the engineer that was there, it will be a direct bolt on.


As far as the VVT, things dont look too promising.

I made a few phone calls the other day regarding this. Talked to one of Quad's guys, he said, we arent going any further with the project because of lack of interest. So, I called ATS, Jake said, a couple more weeks, I said thats what you told me at Muncie, he said they just made their last revision on the casting and it will be ready in a couple of weeks. Ballpark price for the whole kit........$3000http://www.dieselplace.com/forum/smileys/smiley3.gif. NO THANKS!!! I will build my own for that kind of dough.


You can see why the "lack of interest" is a problem. Sure everyone says they will buy one but in reality only the very top hitters and a handfull of average joes will buy them. If you have one set up they are pretty bad (bad@as) a@s though. http://www.dieselplace.com/forum/smileys/smiley4.gif

At that kind of price they are raping you. Knock at least a grand off of that and they would sell a heck of a lot more.

ATS will be offering 3 different turbos for the Duramax. The kit is more than just the turbo. It will be everything you need for a bolt on installation including downpipe, pedistal, plumbing, ect.

Mike, when do they think it will be available?? Do you have any more info on the kits, like press. ratios, A/R, or trims??


As far as 3k, most gas engine turbo kits are atleast that much or more. I don't need more air (yet), but might like it just for reduced EGT's and the cool factor! Although 3k might be alot for a cool factor?!?!http://www.dieselplace.com/forum/smileys/smiley5.gif


Get blown or get blown away.....


J

Our engineered system (intake & exhaust pipes, dual wastegated turbo & cast adapter) should be ready by early spring. From what we've gathered from our data acquisition, don't even bother using a turbo that doesn't flow over 80 lbs/min.


BD Engine Brake


1.800.887.5030


Edited by: Christian Roth

Just talked to ATS and was told the turbo kit will be out within a couple weeks.. Was told there was only one turbo being offered.. Max boost is 50 lb's... Price is $3495.... When I asked what kind of power increase to expect, He said they had a truck with this turbo making close to 800 at the wheels... I then asked if that was with drugs and injectors and the answer was yes... I informed him of 600+duramax making right at 750 at the wheels with factory turbo, injectors and nitrous.. He didn't know rwhp without drugs.. I'm ready to see some results... I guess we all are..


Christian Roth, the BD system will be worth 80 lbs. of boost?? That's NICE... Will we have to O-ring our heads for that?? Can 80 lbs of boost be made with one turbo and still have enough responsiveness to run on the street?? Thanks...

Sorry 80psi is reffered to as a pressure ratio, I was reffering to corrected airflow at 80lbs/min. Two totally different things.

Do you have any idea what boost is expected to be?? I'm not exactly a very educated person when it comes to turbos... Boost is all I know...

Can any of you in the know on the turbo situation give
me some indication what size inducer is on these
units. We are in the process of establishing a street
class turbo limitation for pulling on the west coast
and are trying to take all makes in to consideratoin.
One thing I don't want to happen is to establish a
rule and then come to find that none of the turbos
coming out for the D max will meet the requirement.
Right now, we are considering a 2.5" inducer limit. I
know in the Cummins world, this is still a very
streetable and reasonbly sized turbo that is very
accessable and affordable to everyone. Keep in
mind, we have to draw the line somewhere to
prevent huge, laggy, very expensive turbos from
being used in what needs to remain a true street
class. We can't let this get out of control. I know the
D max can make quite a bit of power on the stock
charger - I also know we can't have 800 horse trucks
in the street class. Thats why it is important to figure
something out. Let me know ASAP if any of you have
any info. This is also being discussed in the drag
racing / sled pulling forum.

Craig

Craig, when Rallye cars tried that they ran into problems with guys running exotic hybridized turbos and anti-lag fuelling to maintain boost between shifts (raw fuel sprayed in hot exhaust manifolds used to keep heat and gas vol up)


Why not limit the class by turbocharger based on their flow charecteristics


For example a DMX turbo is similar in flow to an HX-40


so in a stock class a DMX would need to run a stock turbo and a CTD could have an stock chassis HX-40


Then have hybridized turbos HX-40 and up in a separate class with the inlet diameter not exceeding 2.75"?


then an unlimited turbo class? Twins, triples, lag pig singles, basically run whatcha brung?


Just a thought

Do you have any idea what boost is expected to be?? I'm not exactly a very educated person when it comes to turbos... Boost is all I know...


Boost doesn't mean squat, it is the worst gauge of turbo performance. You should be asking boost at what temperature, ahh thats the key. Its all about mass air flow.

Do you have any idea what boost is expected to be?? I'm not exactly a very educated person when it comes to turbos... Boost is all I know...


Boost doesn't mean squat, it is the worst gauge of turbo performance. You should be asking boost at what temperature, ahh thats the key. Its all about mass air flow.


Density..... Density= Mass Airflow. Also Altitude makes a difference. As well as turboshaft RPM.... 34 PSIG/pressABS @ ASL=1 is quite a bit different than 36 PSIG/press ABS @ASL+3000'


110,000 RPMS at sea level.... good 34PSIG


169,000 RPMS AT ASL+3000' =34 PSIG and BOOOM!

Do you have any idea what boost is expected to be?? I'm not exactly a very educated person when it comes to turbos... Boost is all I know...


Boost doesn't mean squat, it is the worst gauge of turbo performance. You should be asking boost at what temperature, ahh thats the key. Its all about mass air flow.


Density..... Density= Mass Airflow. Also Altitude makes a difference. As well as turboshaft RPM.... 34 PSIG/pressABS @ ASL=1 is quite a bit different than 36 PSIG/press ABS @ASL+3000'


110,000 RPMS at sea level.... good 34PSIG


169,000 RPMS AT ASL+3000' =34 PSIG and BOOOM!








Pressure ratio = (Compressor outlet pressure - atm. pressure)/atm pressure.


Compressor wheel speed is directly related to pressure ratio.

Juice, not sure I follow you completely. The bottom
line I guess for me is that we don't care if the turbo is
a hybrid or what, only that the inducer size does not
exceed the pre determined limit. As far as anti lag
devices and all that, not an issue for sled pulling
rules. Can't really limit guys in a class to one type of
turbo ie - Dodge guys have to run hx 40. There are
too many options out there and we don't want to
exclude people. My feeling is that by limiting the
inducer to a set size, you are limiting the
performance of that turbo - period. We don't want to
make this a spec. series where everyone has to run
the same thing. They can run whatever they want so
long as the inducer size is not exceeded. The 2.5"
limit is not an arbitrary number - it has been used at
other pulls. I also know that there are a variety of
turbos out (for the Cummins) that fall in this category
that are very streetable. Doesn't the inducer size
dictate flow characteristics to a point? Keep in mind,
I don't want to rewrite the rules that are already in
place, I only want to standardize some type of criteria
that will keep the street class under control. Also, we
don't want to establish rules that use totally different
criteria than what the rest of the country is using, too
hard to cross over to other series. If we have an HX
40 street class out here, we will get destroyed if we
try to compete back east. Out west, we don't really
have room for 3 classes yet either - hopefully soon
though. You do bring up a good point though about
DMX charger size. I know that the stocker on that
motor is probably comparable to an HX 40 - hence
your suggestion to have a class which reflects this -
but I'm not sure its fair to have a class where
Dodges can upgrade turbos but not Chevy's, even
though with your scenario performance limits MAY
be similar. Not to mention where does that leave the
Fords. Thats why I suggest the 2.5" inducer, which
is an upgrade for both the Dodge and DMX (which I
believe is approx. 2 3/8 stock) and likely the Ford.
Like I said, I don't want to rewrite the rules, just come
up with a limitation that allows everyone some room
to upgrade, but keeps it under control. This is why it
is so important to find out what size inducer these
new chargers will have. We don't want to come up
with an established rule for turbo limitation, and then
not have the D max guys be able to buy these turbos
if they want to compete in the street class - which is
where the vast majority likely do. This isn't good for
the competitors or for the guys building the turbos.
Good info though juice, keep it coming.

Craig



Craig, when Rallye cars
tried that they ran into problems with guys running
exotic hybridized turbos and anti-lag fuelling to
maintain boost between shifts (raw fuel sprayed in
hot exhaust manifolds used to keep heat and gas vol
up)


Why not*limit the class by turbocharger based on
their flow charecteristics


For example a DMX turbo is similar in flow to an
HX-40


so in a stock class a DMX would need to run a
stock turbo and a CTD could have an stock chassis
HX-40


Then have hybridized turbos HX-40 and up in a
separate class with the inlet diameter not exceeding
2.75"?


then an unlimited turbo class? Twins, triples, lag
pig singles, basically run whatcha brung?


Just a thought

The only reason i believe in a stock class a CTD can run an HX40 VS a DMX IHIRHG6 stock charger is we do have a displacement advantage AND the fact that on any turbo engine you can make as much power as you want.... the limiting factor mostly hinges on how much fuel you can cram in (not a problem on a diesel) and the available airflow.


A CTD with an HX-40 (stock inducer and exducer housings up to 16cm) will be competition for a stock charger equipped DMX. as they both flow similar air volume (although the 40 can wind up a bit higher for more pressure than we can, our displacement advantage evens out that playing field)(Blowing headgaskets notwithstanding)


The only Caveat here would be that the competitor with the CTD and HX40 must display stock tags on the 40. NO PDR or PIUS or Budda Power 40's allowed under pain of DQualification.


That's my unbiased opinion.

from my experience it takes more than an HX40 on a cummins to run with a properly setup Duramax with a stock turbo

the ATS turbo will be legal in the DHRA street class that has a 2.8" inducer limit

from my experience it takes more than an HX40 on a cummins to run with a properly setup Duramax with a stock turbo




I'll second that. I think when we get more air, via turbo, they might have to change the rules for the street class, as i see us running away in that class, and the inducer size rule not making it fair across the board.......

I agree that it typically takes more than an hx 40 to
run with a well tuned D max, more reason to not use
this rule. Tomac, so if the ATS turbo will meet the
2.8" DHRA rule, what size is the inducer on it? Is it
bigger than 2.5 ".

Its stupid to have the street class at a inducer size of 2.8". Honestly I have a hard time believing that one of these turbos would be streetable. That compressor wheel size is way too large, a turbo like that could flow over 1500 cfm, almost the size of an HX60. Edited by: Christian Roth

Christian, the 2.8 sounds big to me too for the street.
I know it is too big out west, not enough guys running
stuff that aggressive. So do you think 2.5" is a good
number? Also, what size will the inducer be on the
turbo you guys are releasing for the D max? Lets
hear from more or your guys.

Craig

Tomac, so if the ATS turbo will meet the
2.8" DHRA rule, what size is the inducer on it? Is it
bigger than 2.5".

YES

Not what I wanted to hear. . .

Tomac, do yo think the turbo is going to be a significant upgrade?? You seem to know much more than the person I spoke to.. He may have just been keeping information quiet for now, which is understandable.. I, as everyone else, am just wondering what kind of performance to expect.. If we can make 500 on the motor now, I wonder what's in store for us..

If I can clean up the extra fuel I have now with a bigger turbo and make the same power that I am now with nitrous I'll be happy with the bigger turbo. If I can clean up even more fuel from bigger injectors that's even better.Edited by: mtomac