Well for the number of guys running it, it may be easier to just FaceTime each one and walk them through the install individually.

 

So basically talking to myself. Wouldn't be the first time......

 

I ordered an Obession kit with a S363 to go along with my: 160/0 single shot injectors, riffraff plenums, CNC stage 1 Hpop. If you wanted to write up a turbonetics install, I will take all of the help I can get!!!
i was going to go with the Titan unlock PHP library. But after hearing Sous’ experience with AA tunes, and what Bitterroot said as well, I’m going to use his tunes as well.

 

I’ll pass on installing another kit to do a write up! Hopefully the CSD write up will be close enough to get you by. Take some notes/photos during your install and you can make an Obsession version! Lol
Seriously though, a good bit of the process will likely carry over. Ask questions on the forum and there’s enough of us monkeys here to help get you through it. I got rather frustrated at times but the great guys here kept me on track.

Sounds like you’ll have a good combo. Can’t wait to hear how it performs.

I spoke to Andrew (AA) once on the phone. Seemed like a good guy. I’ll probably give him a try if I ever venture away from the PHP library.

 

I’ve been a lurker for years. It’s what gave me confidence to even purchase a 20yr (2000 7.3 Excursion) and 15 yr (2005 6.0 F350 dually for hauling a truck camper) vehicle and do preventative maintenance and beyond. I’ll take photos!

 

Congratulations on the purchase! You will love it!

I just finished a 5,500 mile cross country trip towing the 5th wheel. We reached 9,000' ASL and climbed countless grades. Not one smoke or lag incident with my 260,000 mile OEM AD injectors.

Keep us updated on the install as you progress through it.

I don't have any experience with AA tunes other than speaking with Andrew. Although, I trust Matthew (Bitterroot) and his recommendations as well as most of the other FTE'rs that have knowledge of AA.

I run a PHP 65HP tune on my ZF6 truck and it is great for my application. I averaged 12.3 MPG towing the 5th wheel on this last trip, so the turbo was working very efficiently. At one point I took a picture of the FORScan display while climbing a 7% grade up to 7,500' and the turbo was .91/1.0 EBP/MAP ratio. That is better than 1:1 which is the standard goal.

A few details here: https://www.ford-trucks.com/forums/1...l#post19979443

and here: https://www.ford-trucks.com/forums/1...l#post19979856

Have fun with the install process, that is what it is all about!

 

This is my first post here on the forum, but I have been a long time peruser of the site. I have an early 1999 7.3 with the ZF6 manual, stock AB code injectors, a PHP hydra, Tymar/Donaldson intake, and MBRP 4" exhaust. A few months ago, I upgraded to a T4 363/.68/.91 BorgWarner SXE. I had the Riff Raff billet wheel in the stock turbo and just felt like the turbo performed poorly on the low end. I felt like the lack of low-end boost was costing a significant amount of power. My up-pipes were leaking and needed to be replaced which was another reason to just go T4 and be done with it. My main reason for the upgrade, however, was to lower EGTs as I couldn't really use even the 25T PHP tune while towing in the Utah mountains without having to back off of the accelerator on the longer hills. While I haven't been able to tow very much since starting medical school in Texas shortly after the install, I can say that the EGTs are easily 200 degrees lower than before. Even on the 120 performance tune EGTs don't surpass 1150 degrees. Boost, as others have said, comes on early and power feels great from 1500 RPM-redline.

First off, this install write up accompanied with Sous' videos on Youtube are phenomenal and really cover the T4 install process well. I just wanted to add some things that I learned while doing the upgrade. As many others have here, I called Carson Stauffer from CSD and ordered the T4 install kit, turbo, and turbo boots from him. I was concerned with downpipe fitment issues that others have talked about and discussed it with him. He was aware of the issue and assured me the problem had since been resolved. I can confirm that this is the case as the downpipe fitment was perfect, just as everything else was in the kit. I had Carson add the 3.5-4" adapter. I used titanium exhaust wrap from Autozone (50') which was enough to wrap the up pipes and downpipe. As mine is the early 99, I elected to use the Riff Raff billet intake plenums. Rather than bending my fuel lines, I also used the flexible fuel lines Riff Raff recommends and sells for people with T4 kits that want to retain the factory fuel bowl.

Overview of the install:
The install went as detailed in this amazing write-up. I will include only additional details about my particular install that I feel might be useful for anyone considering this project.
Removal of old system: As stated in the write-up, just cut the old downpipe about a foot from where it enters the rest of the exhaust system. Cut the down pipe itself as the full length of the first straight piece is needed to mate up with the new down pipe (without flexible exhaust tubing which is not needed with the properly made CSD down pipe).

Plenums: As stated in Riff Raff's instructions, the passenger side bolt that contacts the engine front cover when removing it will need to have the head cut off in order for the new plenums to fit (I tried fitting them with the bolt intact, but the new plenums are just too thick to fit without it being cut). I recommend leaving the old plenum on with the hole covered when cutting the bolt head. I didn't and nearly lost the bolt head down into the engine. I literally felt nauseated over such a big (and dumb mistake) but was immensely relieved when I found the detached bolt head nestled away somewhere on the front of the engine. I used a sawzall with a long metal blade (actually a short metal blade fastened to a long wood blade in a homemade contraption to avoid a trip to the hardware store). This worked great, although I would recommend just having a long metal blade rather than my homemade unit. I held the sawzall handle towards the rear of the truck where the turbo would have been before removal.

T4 kit: Followed the write-up almost exactly. As the write-up states, try to get the turbo clocked before installing. Mine ended up being clocked perfectly which saved me from having to hassle with the hard-to-reach bolts after it was installed. I elected to maintain the factory CCV so I followed the instructions here to accomplish making a small section of intake boots/exhaust tubing to connect the turbo to the CCV housing as in the stock configuration. Worked perfectly. I actually requested to CSD not to send their intake tube and they were kind enough to oblige and credit the savings towards the purchase.

Summary: CSD is a great company to work with. Carson is great to answer questions and his kit really is top notch. I would order his kit from him again. As the write-up pictures show, fit and finish make it look like it came this way from the factory. If any of you are on the fence about this upgrade and it is in your budget, I would definitely say that it is worth it. The truck is much more enjoyable to drive, and I no longer have to worry about EGTs. The truck now has a broad, USEABLE, power range and has plenty of pulling power. Maybe enough to hang with some of the newer diesels in the hills. I also noticed that the truck is SIGNIFICANTLY quieter in the exhaust drone department. The 4" downpipe from MBRP is just a little too big and contacted the valve cover and transmission in some spots which I believe caused a lot of the drone. The new downpipe doesn't contact in these places. I was worried the new SXE turbo wouldn't whistle like the old one (I'm still a young'n and like the whistle) but I was pleasantly surprised with the new sound. The whistle is less obnoxious than the factory turbo, but still very audible. The exhaust sound is different too (less turbo whistle), but still sounds great. Thats a wrap! Hope someone finds this useful!

 

Cshep73, thank you for sharing your info and giving extra details! Great first post by the way.

I’d love to see some photos of your downpipe connection if you have time. I still think mine contacts the firewall slightly every now and then when the truck twists a bit.

I didn’t want your good info to get lost in the thread so edited a post up near the original write up to add it in. If I don’t forget I’ll try and add it to the word document as well.

Link to edited post. LINK

Glad this was able to help you a little. It’s good to hear some feedback to know it wasn’t a waste of time.
Eric’s CCV method really is pretty slick. Good to hear about a credit available by not ordering the intake tube.

 

@Cshep73 , welcome to the FTE!

Good to have you onboard as a posting member!

This quote is like you are living a double life to mine, except I have a 2000 7.3 with a ZF6 manual. I live in GA, but we tow our 5th wheel cross country to north ID (Challis area) very often. We have hit all of the big passes on the west side of the country (Eisenhower, Teton, Raton, etc) and most of the ones on the east side south of Philadelphia towing our 5th wheel with our truck. Like you, I felt the modified stock turbo left a lot on the table regarding the performance and longevity of the 7.3L engine.

This past summer we towed through WY at ~18,000 lbs GCVW and even at 9,000' elevation the 363/68/.91 performed very well on stock 260,000 mile injectors. This was our first experience towing heavy out west since installing the T4 kit and Borg Warner turbo.

Jason has a 4R100 truck and as I understand it there were some differences in the clearance of the down pipe between the ZF6 and 4R100 trucks. Since day one, the CSD down pipe in my truck has fit very well with zero points of contact or concern and after 10's of thousands of miles it is still doing well.

Again, it is great to have you with us as a contributing member and you are already "paying it forward" by letting Jason know what a great job he did with his write up and that his attention to detail was a big help for you and most likely many others.

 

Thank you. I'm glad my post has y'alls approval! I am very happy to pay it forward as you have put a lot of effort into making this project possible for us less-skilled novice mechanics. I also forgot to mention how helpful your videos are Sous. Absolutely excellent instructional videos that must have taken a considerable amount of time to produce. So thank you both for taking the time to help others as I would not have dared do this without such thorough instructions! I should also thank you for the turbo matrix and other SXE turbo size threads on the forum as they helped me decide on the 363 which I feel is paired perfectly with stock injector trucks. You have done an excellent job providing subjective data about the performance benefits of this upgrade.

I added some photos. As you can see there is an exhaust leak by the clamp. This is because I boogered up the straight section of exhaust trying to remove the intact downpipe before I decided to just cut the downpipe. I may someday take the clamp off and try to acquire a better seal. Eventually I would like to add an exhaust brake which will probably have to be installed there where the exhaust mates to the downpipe so perhaps I will address the issue at that time.

 

Thanks for the photos and nice truck! Your install looks great.

An exhaust leak in that location won’t effect performance since it’s post turbo. If it’s not making noise (doubt it is) and bothering you then I wouldn’t worry about it. Mine has a slight bit of soot there too.

Not sure if it would help you, but they do make step sized strap clamps. They didn’t have any local and I didn’t want to wait so found a workaround during my install.

I agree about Sous’s video, it’s excellent and very helpful. I never would have attempted the install without watching it first.

It’s also nice to hear the Turbo Matrix performed its intended task (along with the other threads). The goal was to help folks pick THEIR correct turbo on the first try. I didn’t do 4 turbo swaps on purpose.

 

Thank you! It's been a great truck for me and I'm pretty happy with how it is currently.

The strap clamps are of different sizes already (they were provided by CSD). I don't notice any noise from the small leak, and as you said, it doesn't affect performance at all in that location which is why I am not too bothered by it.
While I feel bad you had to go through 4 different turbo swaps, it did allow you to provide the rest of us with GREAT comparative information, so thank you!

 

@Cshep73 your additional information has been added to the write up pdf version 1.2 attached to the 1st post. Thanks again for helping to improve the instructions.

If you would consider adding your impressions to the Turbo Matrix please send me a PM. The information needed is on the form attached to the first post of the matrix thread. FYI, you cannot attach files to a PM so will either need to send me the text in PM or exchange email addresses for a file transfer.
https://www.ford-trucks.com/forums/1...e-reviews.html

 

@DAWEST take a look at this nice write up Jason did, and how he uses the AIS with his CSD T4 kit

 

@ESwift finally persuaded me to install an .83 exhaust housing. Basically he needed a .91 for a project and felt the .83 would be better for my use so we did are exchanging parts. Too good of a deal for me to pass up. Thanks Eric!

The swap took 3:45 by myself, including doing boost leak tests before disassembly and again on the reassembly. I still highly recommend pressurizing the system during install to check for leaks.

The turbo was on the bench in 40 minutes after the boost leak test was completed. Of course the inlet piping was already removed for the leak test.

I think the most time consuming part was getting the drain hose connection to start on the threads. That thing fought me every way it could. The hose sort of forms into a set bend after all the heat cycles even though it’s flexible. Ended up backing the mounting nuts off to pretty loose condition so the hose could move around more.

Clocked the turbo on the bench same as the 363 swap and it fit back in well. 49.5° on the compressor outlet seems to be the sweet spot on my truck.

Been on a couple short drives so far but too early to give a good impression.

And of course, some photos.