I just read in my OFFROAD mag that ATS has a new turbo available for the Dmax called the Aurora. Does anyone have one? What's the going rate for this puppy? And does it really make a noticeable difference?

I posted this further down a couple of days ago

Oops. Sorry

Last I heard was that is was not for sale yet, but comeing soon. Then that's what they said last year about this time too.

Seen it on Clints truck at Muncie.... Still waiting... I've got one of the first units coming to MI.... Someday.

Seen it on Clints truck at Muncie.... Still waiting... I've got one of the first units coming to MI.... Someday.Wait, he told me I could have one of the first units! :D

I'll split it with ya.... You get the packaging and send me whats inside

I'll split it with ya.... You get the packaging and send me whats insideIts a deal! :eek:

My six year old and I always like playing with the boxes more than the stuff thats inside anyways! :D

I can't believe it

I'll split it with ya.... You get the packaging and send me whats insideBoth of u are going to be mad, I just put the new turbo on :eek:
































J/K ):h

what issue of OFFROAD was it in. i have the Jan but didn't see it anywhere..

Bought the mag last night. That thing is HUGE! :ro)

DmaxTim: So how is the turbo? Let us know please.

How much dinero?

heard that its specs are saying take the manifold pressure just under 45 on max out put

I believe around 3500-4k area.

received a call today about the duramax turbo, the ats rep(jake) said it is only on three trucks (his, clents and another mem.) , said they have tried a few different ones out so far but now, best results with a single charger(aurora 5000),similar but larger wheel than the hx40, also said they had tried out the twins and found no gains over the single charger, said this is a great thing, much less hassels and exspense, said in his truck he had seen highs of 60 psi with the single charger, client in lower fiftys and the other mem. close to fiftys as well, said seen a signaficant drop in egt temps, will see best hp results with a fuel tune that has excessive smoke(do i have a tune for that)possibaly about a 50 plushp, also larger injectors showed a 50hp gain with the turbo, and then with drugs he grossed close to 800hp, and thinks m/i could net a lot more hp looking and the turbo mapping, (not sure if the bottem end will)
as for a time when this is ready, he said parts were entering the shop as we speak, and assembly would be right around the corner,(mid jan) as the price he thought it would be around 3k for it, ouch ouch

said this would give his dodge a run, and seamed very excited, said we would not be disapointed with it

I assume the new turbo will be LB7 only. Anyone heard of anything in the works for the LLY?

Jan??? they just moved their shop and are still setting it up !!

Anytime some one gives you a schedule estimate, double the time !!!

Once they get their shop goin I thnik I will pop over and take a look at this new TOY !!

I am not that knowladgable about turbos but with 60 psi from this turbo do have to do anything to your heads to handle that pressure or anything else? Or is this a simple bolt on set up?

i asked the same question, jake had said he was running on all stock head bolts, but thought that upgraded head bolts might be a good idea, but so far on the three trucks all were holding
i am not sure if this is true, but have been told the duramax heads have 48 bolts compared to other makers with 36 bolts, some one care to fill us in if this is correct, this could give our heads a bit of advantage with the boost presure concern

If i remember correctly we have 22 per side. My manual isn't with me right now, but i'm sure someone more qualified will correct me if i'm wrong. The 6.0 ford has 12 or 14 -:t and the 7.3 had 18. We have alot of clamping force and should be able to take some pressure :ro)

Fred- hows the truck running now???

runnng good, still have not put the most recent tune on from westers, but heard bernies and todds are working good, will be doing this week:D

I imagine for it to work on the lly the computer will have to be swapped because the vvt is electronicly controlled. Any other thoughts out there on this?

Head studs would be on my list of parts to get when adding that turbo..

I know the duramax has a lot of head bolts but what is the stock torq rating on head bolts. I know the stud kit we put on a dmax was only 72lbs. before the block would strip. Not very impressive compared to what we tighten cummins head bolts down to. Matt

We have 18 head bolts and 4 smaller intake bolts per head verses the 10 head bolts on the 6.0 Powerstroke. Thats quite a bit of clamping power in my opinoin:)

Well thanks for clarifing this. Maybe this should be inlcuded with the turbo in the future. With all the bolts holding our heads on what was the big concern from people about the alluminum heads blowing seals? Or was this as I suspect just a bunch of BS?
I personly have never heard of anyone having problems with this.

I know the duramax has a lot of head bolts but what is the stock torq rating on head bolts. I know the stud kit we put on a dmax was only 72lbs. before the block would strip. Not very impressive compared to what we tighten cummins head bolts down to. MattYouve got other issues if your pulling threads with only 72lbs. By the time your done torqueing a set of heads down all the way, your tired... and your big cheater bar is bent

Aside from clampingload per fastener for a given torque level, Having more fasteners will help distribute clamping forces evenly across the block and heads. Something that is of extreme importance with a Multi layer headgasket.

JMHO, but i would rather have 20 studs clamping at 60 lbs-ft on a head than 10 studs clamping 120lbs-ft.
Warpage, Gasket shuffle, Distortions etc...
Someone chime in here.... is that line of thinking correct?

You can only put so many holes through the head and block when designing these things because of coolant passages and material mass requirements.

I saw an engine designed with no head bolts at all.

http://www.deltahawkengines.com/DeltaEngines.jpg

You can only put so many holes through the head and block when designing these things because of coolant passages and material mass requirements.

I saw an engine designed with no head bolts at all.

http://www.deltahawkengines.com/DeltaEngines.jpg

Yea, that looks like the 2-stroke aircraft diesel. One piece jugs. There are some hefty bolts holding the halfs together around the crank. Combo head/cylinder/main bolts.

Youve got other issues if your pulling threads with only 72lbs. By the time your done torqueing a set of heads down all the way, your tired... and your big cheater bar is bent
This is what clint said when he sold kyle the studs. He said they will strip at 74 and not to push it past 72. I figured he was talking from experience. So that's where their at. I couldnt believe thats all they would take either but wasnt going to test it out. So what is the torq spec. for head bolts on a duramax?

http://www.hatz.com/images/w35_bild.gif

Hatz makes integral head engines too.

They are the "W" Series 4 cycle

HOOT YOU CANNT EVEN BRAG ON THAT SMOKING GOAT ANYMORE SO YOU BRING UP PICS AND INFO ON MOTORS THAT ARE ONLY AVAILABLE ON DOG FOOD BLENDERS IN CHINA OR WHAT :rolleyes:

All I know is that I want one of them turbos. Hope they're available for spring. In time for drag racing season up here.

dpf, he is talking about the studs I assume,the bolts will take mucho more then that

Where u been NUT?

Some of these posts need your imput and I need a good laugh.

Head bolts on Dmax are tightened in 4 stages. First two by torque, 37 ft lbs and 59 ft lbs. Then by bolt rotation. The manual conflicts itself here. One section says a 60 degree turn then another 90 degrees. While another calls for a 90 degree pass followed by and additional 75 degrees. Either way, you will be in the 120 ft lb range and over.

Torque is not in itself a universal measure of clamping force from application to application. The thread pitch and friction are huge factors. For instance, the clamping force is well over double for a fine thread versus a coarse thread for a given torque. A much better guage is bolt elongation. That is why the last two passes are rotation not torque. In fact, the head bolts on the Dmax are one shots. Once they are streached once, they should not be reused. This is not uncommon in high load applicaitons.

HOOT YOU CANNT EVEN BRAG ON THAT SMOKING GOAT ANYMORE SO YOU BRING UP PICS AND INFO ON MOTORS THAT ARE ONLY AVAILABLE ON DOG FOOD BLENDERS IN CHINA OR WHAT :rolleyes:

I think they use the Hatz in the cotton gin.

):h MAYBE SO, THEY DAMN SURE NEED A GOOD BLOCK HEATER IF THEY ARE IN A COTTON GIN AROUND HERE. BRRRRRRRRRR

the threads on a stud are much finer thread than the threads going into the block

Kyle, I sent u or Matt a PM, did u see it.


Since u have been to ATS lately any turbo news for the LLY?

I think they should probably come out with a bigger VVT if they can't change it for the LLY.

the threads on a stud are much finer thread than the threads going into the blockHey Kyle, are talking fine versus course threads?

they are metric, but yes basicly. The threads on the stud that do the clamping (with the nut) are much finer than the treads in the block or what head bolts would have. Meaning more clamping force than a head bolt at the same torque level.

Metric is nice in that most sizes have 3 and some 4 different pitches instead of the fine and coarse standard sizes.