38 vs. 38r - physical differences ?
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Postmaster
Joined: Apr 2012
Posts: 2,613
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From: North Georgia
38 vs. 38r - physical differences ?
Ok. So since i have this old thing... and if im going to rebuild it... why not upgrade it?
From what i understand, the major difference between the two are the bearings.
38 uses an oil bushing
38r uses ball bearings...
Why couldnt one just find bearings of the measurements required and retro fit on a 38 to convert it?
Couple that with an ats style housing for the compressor?
Are there other differences that i am missing?
Xtof
From what i understand, the major difference between the two are the bearings.
38 uses an oil bushing
38r uses ball bearings...
Why couldnt one just find bearings of the measurements required and retro fit on a 38 to convert it?
Couple that with an ats style housing for the compressor?
Are there other differences that i am missing?
Xtof
Lead Driver
Joined: Sep 2010
Posts: 7,793
Likes: 50
lol, thought the same Chris, thought the same. I used to work in the dental industry, which a few of my buddys' still do. The companys' a subsidiary of TIMKEN 
I have the bushings from a previous rebuild, and with you mentioning it, i'm gonna bring them with me today and drop them off.
They use 2-styles in the industry. Angular and radial. I would think, these would need radial..(ballbearings fixed within the cage), also, theres 2-models....slowspeed bearings and high speed bearings. What we'll need to know is at what rpms' the turbo is able to reach, in order to know what type bearing to install, PLUS the bearings will ned to be a shieldless bearing, for oil to transfer/move throughout them.....
I have the bushings from a previous rebuild, and with you mentioning it, i'm gonna bring them with me today and drop them off. They use 2-styles in the industry. Angular and radial. I would think, these would need radial..(ballbearings fixed within the cage), also, theres 2-models....slowspeed bearings and high speed bearings. What we'll need to know is at what rpms' the turbo is able to reach, in order to know what type bearing to install, PLUS the bearings will ned to be a shieldless bearing, for oil to transfer/move throughout them.....
Hotshot
Joined: Jul 2008
Posts: 12,782
Likes: 2,142
From: N.GA Mountains
Its more than that I'm afraid. Ported housing and different wheels make the 38R capable of moving something like 30% more air than stock charger. The 38R is not user rebuildable - aka disposable. It is also LOUD as hell and frankly more annoying than I can stand. This is not the turbo I would choose again...
If you are ready to get away from stock, my recommendation would be a T4 set-up and S366 (or bigger if you go with bigger injectors). A complete T4 system and S366 is about the same price as Int'l bellowed up-pipes and a 38R. Also, future upgrades are literally unlimited!!!
If you are ready to get away from stock, my recommendation would be a T4 set-up and S366 (or bigger if you go with bigger injectors). A complete T4 system and S366 is about the same price as Int'l bellowed up-pipes and a 38R.
Also, future upgrades are literally unlimited!!!
Hotshot
Joined: Jan 2011
Posts: 18,849
Likes: 179
From: Puget Sound
My experience with the 38 vs. 38R (so far). With the AIS, the 38 would whistle out the passenger window as long as the window was down and there was something to bounce the sound back - like in city streets. One time I drove next to a bus with its flat sides and got on it - the trubo let out a harpy's battle scream. Now I can just hear the 38R when I get on it, but not out the passenger window - the sound sneaks around to the driver's side (faintly). The 38 sounded more like a musical instrument with a bit of a warble. The 38R sounds like a jetliner engine whine on spool-up... I spent enough time around planes to recognize the nuance. If it's loud, my AIS and Lariat interior masks it pretty well and only the poor ricer to my right gets the brunt of it.
Hotshot
Joined: Jul 2008
Posts: 12,782
Likes: 2,142
From: N.GA Mountains
Oh it was quite tolerable with AIS in front of it, but I could suck the filter minder into the red at will, even with fender-sleeve mod. Meanwhile, I was sucking oil out of the engine thru CCV. This was a FAIL for my application, and I 'only' had 160cc AC codes... 
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Hotshot
Joined: Jan 2011
Posts: 18,849
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From: Puget Sound
Very good point. I need to check my filter minder. Your sig still shows the AIS... any changes?
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Hotshot
Joined: Jul 2008
Posts: 12,782
Likes: 2,142
From: N.GA Mountains
The AIS was X with stock injctrs and van turbo and was no problem. When the X engine broke, I decided to put AIS in F350 instead of 6637. After using 1.5 to 2 gals of oil every 4k miles, I decided it was sucking oil out of ccv. Back to 6637 and no abnormal oil consumption...
Hotshot
Joined: Jul 2008
Posts: 12,782
Likes: 2,142
From: N.GA Mountains
If ya can't tell, I don't care for this turbo with a 6637 in front of it. When I read posts where people delete the foil on CAC pipe, etc to make their turbo LOUDER - I have to think they don't spend 10, 12 or 16hrs a day driving their trucks. I ain't no 'old guy' (yet...) - but I am fully aware of how reducing noise in the cab in ANY way will reduce fatigue while driving. To me, less fatigue is a safety feature - besides allowing me to go further in a day..........
stinson 108-1
Joined: Jan 2012
Posts: 1,015
Likes: 7
From: south jersey
I agree with Jackson about fatique. You can see in my sig what I run. I did some sound deadening years back with dynomat and carpet padding. I also did some on the firewall and the intake tube and lined the inside of the air box. You can hear mine going through the gears, but then dies down at cruise to where you don"t even notice it. Under load it spools up to where only dogs can hear it. So with a little extra work it is quite acceptable, and the mat/pad reduces road noise. I drove from N.J. to RRE and my wife never commented once about it. It also seems to be a lower tone than the WW.