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Hey you’re re not hurting my feelings by speaking the truth. I am not a Turbonator cheerleader by any means. I went into this a hopeful cynic i.e. I was hopeful it would work but fully aware it might not and was ready to dump it if I no longer saw a way forward with ot. So far I am pleased that hope seems to be winning.
Would be interesting if others had similar failures to what your S366 had. I find it kind of neat that the link that I posted explains the exact same style of failure that you had. The guy that wrote all that sounded like he did his homework.
Would be interesting if others had similar failures to what your S366 had. I find it kind of neat that the link that I posted explains the exact same style of failure that you had. The guy that wrote all that sounded like he did his homework.
Yeah that was an interesting read. It puts a whole new perspective on my 366 failure.
Hmm. Do you have a way to convert a speed sensor pulse to a different pulse rate in real time? Think reading a 52 tooth gear but needing to output a 56 tooth to the PCM. Completely separate project, just curious. If you have ideas then we can text about it sometime.
Hmm. Do you have a way to convert a speed sensor pulse to a different pulse rate in real time? Think reading a 52 tooth gear but needing to output a 56 tooth to the PCM. Completely separate project, just curious. If you have ideas then we can text about it sometime.
Made it to page 41. I really wish someone had before and after comparisons. Like a SXE364.5 and a regular housing and then had an SXE364.5 with the VGT housing.
My complaint is EGTs when accelerating up hill under heavy load. The rpm drop is too great to overcome EGT issues. It will climb fine at 2800 rpm, then you shift, you have power to accelerate but you can’t move enough air at 1800 rpm (after the shift) and EGTs become too much too quickly before you can accelerate to 2500+ rpm again. I wonder if this setup would help that
Made it to page 41. I really wish someone had before and after comparisons. Like a SXE364.5 and a regular housing and then had an SXE364.5 with the VGT housing.
My complaint is EGTs when accelerating up hill under heavy load. The rpm drop is too great to overcome EGT issues. It will climb fine at 2800 rpm, then you shift, you have power to accelerate but you can’t move enough air at 1800 rpm (after the shift) and EGTs become too much too quickly before you can accelerate to 2500+ rpm again. I wonder if this setup would help that
Made it to page 41. I really wish someone had before and after comparisons. Like a SXE364.5 and a regular housing and then had an SXE364.5 with the VGT housing.
My complaint is EGTs when accelerating up hill under heavy load. The rpm drop is too great to overcome EGT issues. It will climb fine at 2800 rpm, then you shift, you have power to accelerate but you can’t move enough air at 1800 rpm (after the shift) and EGTs become too much too quickly before you can accelerate to 2500+ rpm again. I wonder if this setup would help that
Originally Posted by Hvyhaulr
Automatic trans
I cannot speak too much on the automatic trucks, but I thought they held their boost quite well when shifting.
On my ZF6, I generally plan ahead if I am climbing a grade towing. I believe you tow a lot heavier than most of us based on what I have read in your posts, so I am sure the GCVW has a lot to do with it. Although, if I am in 5th gear, the engine is almost always capable of overcoming the grade while towing at 18,000 - 20,000 GCVW, even at high elevations like 9,000 feet.
That said, if I need to drop a gear due to curves, road conditions or traffic, I will rev match the RPM and continue on in the lower gear. If I am starting up a grade from a low gear like 1st or 2nd, I will generally run up to 2800 - 3000 RPM before up shifting. I will usually only go up to 3rd or 4th and maintain speed until I crest the mountain and then shift into 5th or maybe down shift due to the descent I am headed toward.
I have OEM injectors and HPOP and they are tired at 260,000 miles, but they still get the job done on the PHP 65 HP Performance tune. I swapped the 364.5/74/.91 for a 363/68/.91 and the combination is spot on perfect. This is perfect for my application and truck. I get it this may not be perfect for someone else though.
I just find it "interesting" and somewhat troubling for your use as I dislike reading about someone struggling to find perfect for their application.
Leonard will be along shortly to help you decipher the equation of whether or not the Turbonator is right for you. I sincerely hope you find perfect soon and you are able to tell us all about it.
Made it to page 41. I really wish someone had before and after comparisons. Like a SXE364.5 and a regular housing and then had an SXE364.5 with the VGT housing.
My complaint is EGTs when accelerating up hill under heavy load. The rpm drop is too great to overcome EGT issues. It will climb fine at 2800 rpm, then you shift, you have power to accelerate but you can’t move enough air at 1800 rpm (after the shift) and EGTs become too much too quickly before you can accelerate to 2500+ rpm again. I wonder if this setup would help that
I cannot speak too much on the automatic trucks, but I thought they held their boost quite well when shifting.
On my ZF6, I generally plan ahead if I am climbing a grade towing. I believe you tow a lot heavier than most of us based on what I have read in your posts, so I am sure the GCVW has a lot to do with it. Although, if I am in 5th gear, the engine is almost always capable of overcoming the grade while towing at 18,000 - 20,000 GCVW, even at high elevations like 9,000 feet.
That said, if I need to drop a gear due to curves, road conditions or traffic, I will rev match the RPM and continue on in the lower gear. If I am starting up a grade from a low gear like 1st or 2nd, I will generally run up to 2800 - 3000 RPM before up shifting. I will usually only go up to 3rd or 4th and maintain speed until I crest the mountain and then shift into 5th or maybe down shift due to the descent I am headed toward.
I have OEM injectors and HPOP and they are tired at 260,000 miles, but they still get the job done on the PHP 65 HP Performance tune. I swapped the 364.5/74/.91 for a 363/68/.91 and the combination is spot on perfect. This is perfect for my application and truck. I get it this may not be perfect for someone else though.
I just find it "interesting" and somewhat troubling for your use as I dislike reading about someone struggling to find perfect for their application.
Leonard will be along shortly to help you decipher the equation of whether or not the Turbonator is right for you. I sincerely hope you find perfect soon and you are able to tell us all about it.
I don’t want to say that I am not happy with my setup, I have been very happy with my setup. It’s done well and I was throughly impressed with it hauling 28K GCVW at about 1200 feet elevation in winter (40-45 degrees out) it pulled the grade I did on Highway 14 in so cal with ease.
For the first time I saw the struggle and I admit I was asking A LOT from this truck so I’m not mad. I got home safely, without a broken truck and I went at comfortable speeds the rest of the trip. I was at 29.5k GCVW at 7k feet elevation near Lake Tahoe on Highway 50 around 85 degrees out. When going up these grades I could hold 2nd gear around 35-40 mph (speed limit was 50 or 55 if I remember correctly) at times I’d be in 3rd.
I did pull over on one turn out right before a BIG grade to let vehicles pass. BAD IDEA! I will say I wasn’t alone as the other vehicle parked in the turnout was a duramax with the hood open and they were hanging out in their travel trailer. They overheated. Anyways, I pull over to a dead stop to let the cars behind me pass and when I get going again I’m already uphill about to hit the grade and I couldn’t get out of 1st gear. I was at redline around 24-25 mph, EGTs are fine, as I’m moving a lot of air. I go to shift into 2nd and I go from redline to about 1800 rpm because the rpm drop is significant between 1st and 2nd gear. Power and acceleration isn’t the issue. EGTs are, I physically can’t move enough air at 1800 rpm and EGTs skyrocket. So, back to 1st and I crawl my way up the grade.
If I never pulled over to let others pass I bet I would have had the momentum to pull the hill in 2nd.
When moving this much weight going down the mountain an exhaust brake would have been a HUGE help. So I started looking for exhaust brakes….and seeing this could kill 2 birds with one stone I was interested.
my question is though, will it kill 2 birds with one stone? Can a VGT turbo move enough air at lower rpm’s to keep EGTs in check? In my research VGT turbos or compound turbos are the way to go for towing heavy.
Compound turbos are expensive and difficult to come by for 7.3s but the VGT could help my exhaust brake needs and move more air at 1800 rpm let me build boost/rpm as I accelerate in this very particular situation.
Other then this situation I’ve been happy.
edit: I wonder if 2nd gear has the ability to lock the converter or only be unlocked. If my transmission tuning has it lock immediately in 2nd, if it would unlock, it would provide a 300-400 rpm jump, and maybe move enough air to get me going
Originally Posted by brokestroke
Your turbo is too big.
it very well could be the issue, I’d be curious if the 363 moves enough air at 2500 rpm and higher.
