turbo question, has anybody looked into one of other turbos by ATS?

if i remember i seen awhile back that ATS was releasing 3 turbos, i know about the 5000 & seen the 2000 advertised. thought there was going to be a 3000 or 4000. just wondering.

Everyone seems to have gone with the biggest one so far. Then the problem is getting enough fuel for it.

some people cant afford the big turbo & upgraded cp3s that are coming out. im thinking of going with a bigger than stock turbo maybe in the summer. i dont need the 5000 for what i do, my truck is my only vehicle. i use it for work & going to the dragway for some fun.

My truck is used for work(plowing snow, and is loaded with tools and lumber and pulls the enclosed work trailer) with no problem with the 5000 series turbo. If i remember, i thought i heard the size down(3000series) had less air volume, but higher boost lbs. Personally i'd rather have more volume and less boost pressure.

pulls the enclosed work trailer with no problem with the 5000 series turbo.
Yea at what 200 kph :eek: :badidea:

prices are with in 50.00 on them as well.

There is a 3000 avail aimed at the towing group

I need some help here.:confused: Many guys here are running Extremes or big stacks with alot of overfueling. This overfueling allows for the use of nitrous to add air/oxygen to the cylinder so that the fuel can be burned and hence power extracted. This is done on engines with stock fasteners for the most part, correct?? I never heard of anyone changing to studs for N20 use.


Now on the same premise, the ATS 5000 recommends head studs. Now despite the fact that it has 50+ psi boost, it is really the cylinder pressure generated during combustion that may cause the head bolts to stretch and the gasket to fail.

So given the same stack, with the same amount of fuel present, do you feel it is safe to assume that if the gaskets do not fail with nitrous, it will not fail with boost??:confused: :confused:

Now, of course, I realize that the guys running N20 do not use it in everyday traffic where as with the turbo you would not have a choice, especially since there is no wastegate present even if you wanted to turn the boost down:(. Not that anyone would want to do that!! :p: With this aside, what does everyone think about this?

Just curious, I like to learn facts as to why things are the way they are.:)

I think the studs are aren't needed now but when the next upgrade to the fuel system they will be needed.

So while your in the putting the the turbo u might as well step up to studs.

Yea at what 200 kph :eek: :badidea:
Do you think i drive like an old man or what........200km/h maybe in the driveway ):h

Do you think i drive like an old man or what........200km/h maybe in the driveway ):hW/ a trailer I didn't want to brag toooooooooo much, so what is your top speed w/ trailer 275km/h?

W/ a trailer I didn't want to brag toooooooooo much, so what is your top speed w/ trailer 275km/h?
Seriously i would say 170-180 kms(100-110mph) with the 16' enclosed behind, haven't checked to see if the tires are still in contact with the road though :rolleyes:

$50 dollar difference, not worth it. guess the stock turbo will have to do for now

I've checked out ATS' site and don't see any turbos for sale for the Duramax -- Am I not looking at the right site, or do you guys have some connections with those guys?

I think that's a very good question. Hopefully someone who knows will answer it.. i'd like the full explanation

I need some help here.:confused: Many guys here are running Extremes or big stacks with alot of overfueling. This overfueling allows for the use of nitrous to add air/oxygen to the cylinder so that the fuel can be burned and hence power extracted. This is done on engines with stock fasteners for the most part, correct?? I never heard of anyone changing to studs for N20 use.


Now on the same premise, the ATS 5000 recommends head studs. Now despite the fact that it has 50+ psi boost, it is really the cylinder pressure generated during combustion that may cause the head bolts to stretch and the gasket to fail.

So given the same stack, with the same amount of fuel present, do you feel it is safe to assume that if the gaskets do not fail with nitrous, it will not fail with boost??:confused: :confused:

Now, of course, I realize that the guys running N20 do not use it in everyday traffic where as with the turbo you would not have a choice, especially since there is no wastegate present even if you wanted to turn the boost down:(. Not that anyone would want to do that!! :p: With this aside, what does everyone think about this?

Just curious, I like to learn facts as to why things are the way they are.:)

I would guess the changing of the studs falls under the "better safe than sorry" M.O.

Gasoline guys, Cummins guys, and Ford guys have been blowing head gaskets. Other than drug induced, we don't have enough history to say what a reasonable limit is.

More so than nitrous, it is of great interest that when people have blocked the wastegate on LB7's, the turbo fails not the head gasket. That is weird. You do that with most gasoline motors and you will blow the head gasket or worse.

To make it even more interesting, there has been very little discussion as to whether head studs will even help. I assume someone has done a yield test on one, and know that they are actually stronger than stock, but has anyone actually proven that when a Dmax headgasket blows that stronger bolts makes the problem go away?

I have wondered the above and asked a few times but no one seems to chime in....I wondered if........

Higher boost and craming more into the cylinder and squishing it is were the gasket generaly lets go, not from the expansion of the bang. N2O makes a bigger bang but there isnt as much spray(volume wise) per a given HP(witch I would assume HP=HP as cylinder presser durring the bang) compared to a given HP under boost. :confused:

Or it falls into a "thats the way its done/cheap insurance/not needed/ect. :confused:

I have to admit to very limited personal knowledge on this issue, but I do recall reading about a guy who raced a diesel truck running all-aluminum Navy surplus boat engine diesels with twin turbos pumping about 60 psi of boost. He was quoted in the article saying that his head bolts were good for about two runs before they stretched and blew the head gaskets. Was this the boost, the overfuel, or both?

I have to admit to very limited personal knowledge on this issue, but I do recall reading about a guy who raced a diesel truck running all-aluminum Navy surplus boat engine diesels with twin turbos pumping about 60 psi of boost. He was quoted in the article saying that his head bolts were good for about two runs before they stretched and blew the head gaskets. Was this the boost, the overfuel, or both?
I would think that sustained Cylinder pressures high enough to overcome the torque capacity of the fasteners would push the gasket out. keep in mind we only fire 1/2 at a time.