I just want to make sure I understand this before I pull the trigger on a purchase for my upcoming surge problems.

ATS PORTED SHROUD COMPRESSOR HOUSING

If I purchase this housing, I leave the original wheel and just swap the housing?

Does this effect my use of the EBV for warmup and Decel with a DP Tuner?

Thanks

 

Yes, original wheel stays, just swap the housing.

No effect on the EBPV or decel tune.

 

I'm running that setup right now on my Van Turbo, Rick -- no trace of surge whatsoever. And I'm able to drive it to 30psi. Once I get sticks, I expect 35ish psi, and that will be the real test...

Definitely worth it!!

EDIT: That's a great price BTW!!

 

Thanks Mike and Joe!

Joe, I know it will probably be minimal but would I also gain just a bit more performance and whistle due to the original wheel moving a slight more amount of air than the WW?
30 with the stock wheel? nice, that sure takes care of the air, now to look at fuel delivery.

How about adding an Adrenaline to the mix?

 

On a similar note: is it better to stick with one or the other fix (wheel or housing) to solve surge issues, or, if by doing both, is the surge corrected and performance further enhanced? I appreciate the input!

 

one or the other..WW stops surge on a DD and most tow trucks but there is no SOTP gains..ATS with stock wheel will stop surge and flow more air for cooler EGT's..i dont think any SOTP gains are claimed..your still running a stock turbo with a .84 exhaust housing.....i have the WW with a 1.00 exhaust housing and i still surge..i should have went to the ATS..the only plus is..with the new sticks.. i can hit 125 MPH alot faster and the EGT's are still at 1250..they stayed the same as it was with stock sticks....that will change very soon..

 

Pardon my continued ignorance. I find the abbreviations much like working for the federal government...I need an abbreviation manual!!!

DD?

SOTP? Stomp on the pedal?

And sticks?

Sorry...

 

sorry about that..its in red in your quote.

 

this will help you along the way most of the time

https://www.ford-trucks.com/forums/1...finitions.html

 

Thanks! Still spooling up on my lingo!

 

lol we all have a little lag at first..after a couple mods you will get the hang of them...

 

Any performance will be minimal. You'll be able to maintain boost without surge, so in a way, there is a bit of a gain there. In my case, I have the van turbo with the 1.15 A/R exh housing. All that means is that I'm using every ounce of my stock injectors, except that I'm running out of HPOP pressure. I'm maxed out on the stock sticks/stock HPOP. To make more HP, I have to get more fuel in there (higher flowing sticks), or put in something like Bob Riley's HPOP to eek every possible cc out of the stock sticks. Instead, I'll keep my HPOP and put in SS injectors which use the HPOP much more efficiently. That way, I shouldn't need the upgraded HPOP, and end up with close to 400HP to the ground. Just working on saving up for the sticks now.....

 

So in an effort to restate what you all have been describing, let me see if I have understood all this.

Compressor Surge occurs because there is not enough exhaust coming out of the engine, specifically when the transmission shifts and engine RPMs drop, and this causes the turbo to stall. This stall prevents boost from being forced into the engine, and places torque on the turbo shaft. Basically...

To correct this problem, a larger orifice on the inlet of the intake side allows more air to flow, thus keeping air flowing even at slightly lower turbo speed. Another option is the WW which moves air in different ways because of different sets of vanes on the wheel.

In addition to correcting the air flow with a larger compressor housing, increasing the size of the exhaust housing allows the turbo to spool up quicker, increasing boost and air flow, which makes lower EGTs, and less stall in the turbo which caused our surge in the first place.


I have no idea if this is even remotely close. My apologies to Canuckelhead for departing from his original question/post. Please, someone correct me if I've made any error in this VERY basic description...which I'm now going to write down so if it is right, I'll be able to study it again...I'm not sure it's actually stuck in my head or not!

 

Pretty close. The one correction is that the larger exhaust housing causes the turbo to spool up more SLOWLY, but greatly favors the top end where the smaller housing (which does spool quickly) becomes an exhaust restriction shooting the EGTs up. I can barely get mine into the 1250-1300 range right now, and that's standing on it into triple-digit speeds. Before, it would spike over 1500 at those speeds.

 

Thanks for the clarification!