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So I'm to the point in putting the turbo back together with a Riffraff 360* rebuild kit, KC S300 turbine, and a Riffraff 4+4 compressor wheel. I installed the seal on the shaft, then the bearings with spacer in between. The turbine snaps into place against the heat shield as expected into the mid section. When I bolt it into place it has no side to side movement, but has some in/out movement. I installed the front seal oil slinger which snaps into place in the compressor back plate. Then I installed the cross clover leaf o-ring and thrust bearing. I slipped the other small spacer onto the turbine shaft which rides against the outer bearing. With both pieces on their side I slide them together, then secure the four bolts into the compressor back plate. It still has no side to side movement, but there's still some in/out movement. Is this normal, or do I have to install the compressor wheel to take up the slack?
You will need to install the compressor wheel to take up all the slack because that is what compresses the whole assembly.
Thanks for that...worked great. I was questioning that because when I took the compressor wheel off before the rebuild it didn't have any in/out movement...just side to side movement. So maybe it stays tight because of the junk on the rear seal...
You're going to love that combo.....I still prefer it over the KC300X unless I am towing. What kind of wastegate are you planning to use?
Yes, the wheel will take up the slack
Planned on doing the 7-turn mod on both oem actuators...which I was able to get this turbo for my F350 adjusted to 8 turns, then installed a 1/4"-28 nut to lock it into place. The turbo going onto the Excursion was different in that I could only get 5 turns on it before it bottomed out...which I'm okay with on that truck being the wife's buggy. I'm planning on installing the KC S300 turbine on the Excursion when it's time for a rebuild on that one...I installed the mid section, backing plate, and turbine wheel/housing out of the turbo which came off my truck that was replaced under warranty and only has 125k miles on it. I did install another Riffraff 4+4 compressor wheel on it for now. I have a current thread on it, so you can look here: https://www.ford-trucks.com/forums/1...-upgrades.html
I also loved the turbine & 4+4 combo. Best setup I've had
We shall see what that turbine is capable of given my truck had no up-pipe leaks...and now that I fixed the up-pipe leaks on the Excursion it will be interesting to see in comparison...
Planned on doing the 7-turn mod on both oem actuators...which I was able to get this turbo for my F350 adjusted to 8 turns, then installed a 1/4"-28 nut to lock it into place. The turbo going onto the Excursion was different in that I could only get 5 turns on it before it bottomed out...which I'm okay with on that truck being the wife's buggy. I'm planning on installing the KC S300 turbine on the Excursion when it's time for a rebuild on that one...I installed the mid section, backing plate, and turbine wheel/housing out of the turbo which came off my truck that was replaced under warranty and only has 125k miles on it. I did install another Riffraff 4+4 compressor wheel on it for now. I have a current thread on it, so you can look here: https://www.ford-trucks.com/forums/1...-upgrades.html
Post back after you have driven it......I turned 3.5 times with the aftermarket TurboMaster wastegate....just used shop air to push the bar out. Seriously impressed me.
I also loved the turbine & 4+4 combo. Best setup I've had
Did you tow with it? I got too close to EGT hot for my liking...but then I live at 6K elevation and camp around 10-12K elevation. After I put in 160/30 injectors I was generating 35lbs of boost on the street.....scared me so I got a KC300X. I still kept the stock turbo tho.
Yep. Just our little camper This was in Petit Jean state park on the return trip from Kentucky 3 summers ago
Was the first long distance trip running 160/0 injectors, vs dialing stuff in more local within 4 hours or less from home. Got within 10 miles of Virginia but family didn't want to cross the state line just to cross that state off their list.
The turbine and 4+4 pairing was awesome, actually built boost a touch sooner than the 363 T4 and held about 7#s putting along @ 62mph in 6th gear when it was flat. Kept the injectors clean @ lower RPMs vs T4 too. Was able to stay in 6th a lot more without needing to downshift for EGTs
Was the first long distance trip running 160/0 injectors, vs dialing stuff in more local within 4 hours or less from home. Got within 10 miles of Virginia but family didn't want to cross the state line just to cross that state off their list.
The turbine and 4+4 pairing was awesome, actually built boost a touch sooner than the 363 T4 and held about 7#s putting along @ 62mph in 6th gear when it was flat. Kept the injectors clean @ lower RPMs vs T4 too. Was able to stay in 6th a lot more without needing to downshift for EGTs
The rr 4x4 and kc turbine is indeed a good combo, running back to back with the kc balanced assembly their performance is similar. The smaller turbo will spool faster in lower rpms, now toss a .83 on the 363/68 and they spool about evenly at lower rpms, the sxe far outflows it, providing more boost by 2000 rpms and continuing to flow more above that. Even with the .91 on the 363, there is non reason there should be smoke from 1650-1700 rpms and up unless you are using a lot of pedel.
The rr 4x4 and kc turbine is indeed a good combo, running back to back with the kc balanced assembly their performance is similar. The smaller turbo will spool faster in lower rpms, now toss a .83 on the 363/68 and they spool about evenly at lower rpms, the sxe far outflows it, providing more boost by 2000 rpms and continuing to flow more above that. Even with the .91 on the 363, there is non reason there should be smoke from 1650-1700 rpms and up unless you are using a lot of pedel.
After reading your post this morning and having the opportunity to tow the camper today, I performed a few unlikely scenario tests. I could not get any smoke or even a haze from 1300 RPM and up. I tried this unlikely lugging condition in 2nd, 3rd, 4th and 5th gears a couple of different times each.
For those that are unaware of my truck details, they are as follows.
ZF6, 265/75R16 tires, 266,000 miles, OEM AD injectors, OEM HPOP, PHP 65 HP tune, SXE 363/68/.91 turbo, Donaldson Blue 6637 filter.
Bottom line is what works amazingly well for one truck might be very disappointing on another truck.
