I agree. Those pieces were very nice.
The style of the T4 plate attaching to the valley plate is one of the reasons I chose the CSD over the Irate kit. I just didn’t care for the 90* angle bend style in the Irate setup, but I have never seen it in person so it may actually be great.

Glad to see more good progress. There will be no more issues. I have confidence. You’re in the home stretch now!

 

I’ve installed a few Irate T4 kits. My only bitch is the rigid oil return line is a PITA to install. The S366 in my truck has over 150k miles on it now.

 

CSD intake has been modified to work with my AFe air filter and to add a CCV port.

 

All driver side plumbing has been installed. Parts list has been updated.

 

I see you have good clearance from the alternator to the IC tube, how is the clearance next to the high pressure steering hose coming out of the reservoir? I had a good 1/2" - 3/4" clearance, but put a small piece of left over IC boot on the tube just in case.

Were you able to re-use the stock CCV tube or did you get a slightly longer 90* bend like I did?

I may be looking forward to this thing going as much as you are...

 

I have about 1/4" clearance from the tube to the fitting at the power ateering pump. I am ambivalent about putting a "bump stop" between the fitting and the tube. On the one hand, it is good to prevent metal-to-metal contact. On the other hand, having a constant force on that fitting may cause premature failure. I will leave it as-is for now.

The CCV doghouse has an aftermarket silicone elbow left over from when I had a CCV delete so I have no idea if the factory elbow will work.

Lol. I'm trying to keep my expectations in check just in case the VGT isn't everything they make it out to be.

 

Attached are three photos illustrating an alternative solution to the above described problem:










.

 

She is back in one piece and started. Video to follow shortly.

 

 

 

Awesome!!!!!!


Can you video exhaust too?
be interesting to hear vvt on a 7.3

 

Dude you’re killing us with the wait! We’re all on the edge of our seats waiting for your review.

 

Maybe he took it for a test drive and is celebrating...
He is now
FordTruckNoitled

 

Sorry fellas. The roads were too slick yesterday to do any proper testing.
First impressions and lessons learned:

1. Access to the valley around the turbo is vastly improved.
2. This thing is way quieter. Not surprising coming from a 38R.
3. Don't bother calibrating the vane actuator on the bench. It has to stay floppy in order to have enough wiggle room to get the y-pipe in.
4. Clock the compressor scroll AFTER you have trimmed the CSD y-pipe. I have a massive amount of clearance between the two now. Having it clocked less severely could have made it easier to fix the CAC pipe misalignment.
5. It appears that the Turbonator's controller needs a power cycle before a new vane actuator starting position setting will take. This runs counter to what DPS has told me. I may run a separate controller power switch so I can reset the Turbonator's controller without having to shut the engine off.
6. The exhaust brake function has the potential to be a way more powerful exhaust brake than the EBPV version. The controller is currently set to limit back pressure to 30 psi and the vane actuator is nowhere close to the 0% position, even at idle.

I have attached the document that is, without a doubt, the most important to this entire endeavor. EDIT: This has been moved to the first post of the thread.

 

Having a readout of the CPU is a nice feature that I did not anticipate. I had to laugh at the Excel document after I downloaded it. I didn't pay much attention to the naming convention until I started to read the entries... I thought it was going to be a Turbonator data log based on the buttons in the bottom middle of the video.

Engine speed is at 0, does that mean that RPM is not being read properly?

There appears to be a lot of configuration options, that can be good once you get it dialed in to your liking. Having too many can be cumbersome, but having too little can be even worse.

Good to hear about the exhaust brake! I know that was a feature that you were keeping toward the top of your list in regards to wants and needs.

Item number 5 is concerning though it seems you have a bit of a work around for it. Are you saying that in order for the vanes to change their actuation level (exhaust brake to wide open for example) there needs to be a power cycle to the controller? Perhaps there is a check box or setting in the software somewhere you have overlooked. I sent you a text about this with some thoughts.

Good to see you are making progress on the install. There appears to be some kinks to workout, but what fun would it be if everything went together perfectly? That is part of the fun and challenge in modifying something. In which pride comes along afterward and everything is working to your liking.