In order to derive a maximum benefit from my posts you need to treat each one like a chapter out of a "Physics 101" textbook on diesels which means you have to do a lot more than just "read every word" you have to actually do some homework by looking at the equations which describe some particular aspect of how a diesel works, review my sample calculations, and better yet plug in some of your own numbers and see what answer you get using those inputs.

I've been trying to "raise the bar" here on FTE so that when a member says "I know how a diesel engine works" they'll be meaning much more than "the pistons go up and down and that makes the crankshaft go round and round"! For example if you make a "tow safe" truck by adding a 50 HP chip to a bone stock 7.3L so that it makes 300 FWHP and tow up a steady grade at 2,800 RPM and 20 psi BP you'll be able to figure out the answers to questions like... What's the cylinder temperature and pressure?, What's the load on the rods?, How much reserve turbine driveshaft HP do I have for making more BP?, If I do make more BP to climb the grade faster how much does that increase the cylinder temperature and pressure and the load on the rods?

Well I was going to start a thread here on FTE to address all of the above questions and more such as explaining the "Physics correct" way for analyzing the effect that various diff ratios have on towing performance but based on your comment and those of several others on this thread I now realize that my time will be better spent by posting my analytical methods and results on the other truck forums I participate in and reserving my time here on FTE for some chit chat socializing if I feel a desire for that type of interaction!

 

In that case here's a final input for him to consider. If you look on a typical website for "wind power" you'll see statements like... "Wind turbines convert the kinetic energy in the wind into mechanical power." ...and the picture I gave previously of the turbine on my stock turbo most definitely looks like a miniature version of an old time windmill.

Even though the wind contains much more stationary air heat ENERGY than it does mass flow ENERGY a wind turbine can only extract the mass flow ENERGY from the wind because the wind entering the turbine isn't hotter than it is when leaving the turbine.

As I explained previously if you spin a 7.3L cold at 2,800 RPM using an external motor you've created a wind generator and when you blow an equal mass flow of ambient temperature wind through that "miniature turbine" you don't generate very much drive HP for making boost.

As I've already calculated if you extract just the amount of heat ENERGY from the exhaust to lower the EGT from 1,250 to 900 F that amount of heat ENERGY alone is enough to let that "miniature turbine" generate 50 HP!

How large would the turbine have to be to generate 50 HP using only the mass flow ENERGY in the exhaust flow "wind"? Well I might just have to calculate that size but I won't be posting the result here!

 

Perhaps in the future we should all be a bit more careful on what we ask for... as just might get it!

Fordzilla, Did you decide what to do on your turbo upgrade?

 

Been away for awhile working on my BMW. But the time is growing closer for my turbo upgrade. I stumbled upon this thread and WOW! Great stuff. I read almost all of it and I sure as heck appreciate Gene and Curtis going at it. You cannot buy this kind of information.

I for one will opt for the GTP38R and hybrid sticks. I just want to have a little fun with my 7.3. A lot cheaper than a new truck, that's for sure.

Thank you Gene and Curtis very much for all of the above.

 

Wow... Forgot about this thread. I'm now running Casserly hybrids with my van turbo, and I'm having a BLAST with them!! My truck is now at least as fast as my '84 GT Mustang, even after mod'ing it some. The 38r is a great turbo -- you'll love it with the hybrids.