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If the KC63 performs close to the BW SXE turbos, it'll be a game changer for those with stock to 160/30 injectors. I no longer have any need for my dual pyros while towing.
Reading all of these comments make me glad I didn't have the coin to get a KC38R quite yet. If I can get a turbo that is has been "built for a specific injector size" by KC, then that would suit my use better.
Any word from either CNC or KC about when some documentation will be available on the new turbos? If not that much, what about having them on the website?
I am not saying that I will not end up with the KC38R eventually, but it is nice to have choices and options that do not involve a T4 swap.
I think we will see a release from KC soon. I'll be 'testing' the KC369 and I think Charlie said the production KC363 and KC366 were also simultaneously in test phase.
You are welcome to come up and help me install it this Friday!
Have been working with Charlie at KC Turbo and have a 'KC363' turbo on the way. This turbo is based off s300sxe turbos, is drop in and has a rebuild-able dual ball bearing center cartridge. The 63mm is recommended for stock to 160/30 injectors.
Be sure and report back when installed for some data. I noticed RR now has the 38R for $1100.oo something. Would really like to know how this KC works out.
Did you have to agree not to post pictures or agree to any sort of NDA?
This is great news. Jason is testing the 69mm, Akcooper9 is testing the 63mm and I am sure the 66mm is out there somewhere.
Forgive my ignorance, but I see the SXE designation mentioned a lot around here. I originally thought it was related to the T4 design, but appears I have been wrong in that assumption.
Why is the SXE a benchmark of sorts that these new turbos would be designed after?
How are they better than the KC38R other than they are different sizes for different applications?
Clearly being a ball bearing design is an advantage, but what else do they have going for them?
Im not sure what the 'sxe' designation is... I switched from 38R to S366sxe and I'm not sure there was much performance difference with 'Stage 1' injectors.
But, 366 and 160/0's or 175/0's are a PERFECT combo (just under 400hp). This is what I've had on my truck for 150k miles. (And with 38R for 50k before that). This is fun to drive, zero smoke on tow/daily tunes and EGT is never an issue with good tunes.
I will also say that 238/80's and S369 are a PERFECT combo (should be just over 500hp). The hybrids make better use of HPO and in theory help keep EGT's lower (better atomization/higher ICP).
No experience with 160/80's, but I'd say 366 could handle that just fine.
After I sell these T4 kits, (S366 & gated S467.7) I'm gonna put 250/200's in my truck with KC369 and see if we can't get it to run clean.
There is no reason to ever see over about 1400* on a 'street' truck or tow pig. The turbo is not the weak link with high EGT...
I would really have to work at getting my EGT's over 1200* with 175/0's and S366. Like lug it for a long time in hottest tune. Even towing, I can hammer it up the longest grade in any tune on my chip and never get in the 'red'. I demonstrated this for JimJam once in my Excursion with Swagger's 7.3 long block in the back and my 12.5k toy hauler in tow. WOT in hot tune up a grade. He actually asked me to slow down IIRC. Lol.
Would a turbo tolerant of 1600F-1800F be of any benefit, or would "other things" get toasted by those temps?
Only the pistons and valves.
Originally Posted by SkySkiJason
There will be pictures!!!!
Im not sure what the 'sxe' designation is... I switched from 38R to S366sxe and I'm not sure there was much performance difference with 'Stage 1' injectors.
But, 366 and 160/0's or 175/0's are a PERFECT combo (just under 400hp). This is what I've had on my truck for 150k miles. (And with 38R for 50k before that). This is fun to drive, zero smoke on tow/daily tunes and EGT is never an issue with good tunes.
I will also say that 238/80's and S369 are a PERFECT combo (should be just over 500hp). The hybrids make better use of HPO and in theory help keep EGT's lower (better atomization/higher ICP).
No experience with 160/80's, but I'd say 366 could handle that just fine.
After I sell these T4 kits, (S366 & gated S467.7) I'm gonna put 250/200's in my truck with KC369 and see if we can't get it to run clean.
The Borg Warner SXE line came out in 2015 I believe and are an improvement over the originals with a forged milled wheel and 360 bearing. Irate posted a video on FB of a customer's truck with 250/100s and a 369 and it looked quick and pretty clean for a power brake burnout.
A codes will actually atomize better than hybrids due to the 7:1 oil/ fuel ratio vs. 5:1 for a hybrid.
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