It was a direct bolt in like advertised for a stock truck with a direct mount exhaust brake. I did need to clock both housings and move the exhaust pipe back 3/4". I did a quick 1/2 mile shake down run to check for boost/exhaust leaks, all is well. The boost is preset at 26 psi, it was exact. What should I set it at, for 400hp? It dynos 400hp with RV injectors and the Edge Juice. They advertise 450 hp @ 40 psi. 

 

I will get a rebuild kit for the oem HX35W (340k miles) and save it for my '91. It has the stock HIC with a #16 turbine housing. It also has the direct mount exhaust brake.

 

 

Edited May 1, 20204 yr by NIsaacs

The compressor dimensions are only part of the story.  There is tip height that is not included in many measurements.

In short the S200GXE is newer development and it was recently adapted to fit the Dodge application with some custom parts.

 

The s200GXE is not as well known.  It does have some smaller dimensions than the K27 but it flows more air.

 

The k27 does extremely well for high altitude and quick spooling.

 

 

Reasons why I like the s200GXE better:

S200GXE is newer technology

The s200  is rebuildable.

More parts for support (k27 is based off brazillian application and often has lead times and replacement parts not available)

S200GXE has 5 bolt flange for direct fitment on 98-02 24v.

 

 

 

 

kinda like saying a 2L engine from 2000 should make the same hp as a 2L engine from 2020.  

 

Newer technology and design allows for higher output with the same size.   

 

 

that's a really rough statement but true.  Size isn't everything.  

2 minutes ago, dieselautopower said:

 

The s200GXE is not as well known.  It does have some smaller dimensions than the K27 but it flows more air.

 

The k27 does extremely well for high altitude and quick spooling.

 

 

 

 

 

 

 

 

Thank you, I figured there was more to it than just some numbers, like A/R..jeeze, over my head. I do live at high elevation 5800' and travel to 8000' all the time. That is good to know about elevation. That must be why I like it so well because it works. 

 

If I ever wear it out I will check into the 200gxe, if something better hasn't come along

53 minutes ago, Me78569 said:

kinda like saying a 2L engine from 2000 should make the same hp as a 2L engine from 2020.  

 

Newer technology and design allows for higher output with the same size.   

 

 

that's a really rough statement but true.  Size isn't everything.  

 

Again 5.9L Cummins 6BT from 1989 (160 HP 12 Valve) vs. 5.9L 6BT from 1998 (215 HP 12 Valve) Better technology, better power production. 

 

Like I said I know I'm not a great setup with HX35/40 Hybrid (60/60/12) but its bit better air flow vs the stock HX35W turbo (54/60/12) Does well in altitude been to 9,000 feet (empty truck) or 7,300 feet (towing trailers) no issues with EGT's so far.

17 minutes ago, Mopar1973Man said:

 

Again 5.9L Cummins 6BT from 1989 (160 HP 12 Valve) vs. 5.9L 6BT from 1998 (215 HP 12 Valve) Better technology, better power production. 

 

Like I said I know I'm not a great setup with HX35/40 Hybrid (60/60/12) but its bit better air flow vs the stock HX35W turbo (54/60/12) Does well in altitude been to 9,000 feet (empty truck) or 7,300 feet (towing trailers) no issues with EGT's so far.

 

Agreed-  part of the recipe for a high altitude turbo is a bigger compresor wheel and tighter exhaust or smaller turbine.

 

at sea level where  the air is denser (14.7psi vs 12.5 at 4500ft and lower at 7300ft) then the larger compressor wheel can contribute to higher drive pressure issues unless the exhaust side is also modified.

Even myself if I could I would jump for the that 62/68/12 for an upgrade. Funds are just tight for everyone with the COVID-19 crap going on.