Vais01

This is not available to me that is for sure. I also can not like any post. This is both on my phone and laptop.

Either I am missing the button or it is not available to me. I have looked at more than one location and can not seem to find the button to upload the image.

Completely off topic but can you walk me through the picture posting process for my BHAF thread?

The line is deceptive but I do believe 85-87 Lb/min is the capability of flow from the turbo. The HX Super 40 is that high. The HE351VE uses that compressor I'm almost 95% certain. My data sheet shows .54 but only on the HX40 the HX Super 40 has a different compressor wheel and housing. Yes I do believe the maximum capacity is 85-87 Lb/min at a maximum boost near 40 PSI with a 65% efficiency when achieving those numbers. That is like you said on the far tail end on the far right of the compressor map.

Pressure Ratio changes with air density so at higher altitude it is different than sea level. Also it states over 850 CFM but does not include an exact figure. The bottom portion of the map is Lb/min of airflow which is directly in line to the calculated value for the 6.7 Cummins at 500 feet pushing 35 PSI of boost while turning 3400 RPM. There are no official efficiency percentages or islands on the map. From my understanding is as long as you remain in the area on the map you should be at worst case 65% efficient. Yes the top speed seems to be 130,000 RPM on the HX Super 40. I do not have an official speed for the HE351VE. The HE351CW would be the closest to compare with because they share turbine wheels from my understanding but the compressor housing and wheel I do believe are different. (HE351VE compressor = HX Super 40 VS HE351CW compressor = HX40.

Ok gents I have some heat soak data. Ambient temp ranged from 88-90 degrees with roughly 40% humidity during testing. The truck idled for 1.5 hours in the sun. The truck was idled and the only temp that the Quadzilla does not show is the probe I have in the intake manifold(air horn) that temperature stabilized at 130 degrees and stayed there after 1.5 hours. What I expected actually happened the temperature in the intake remained constant but the heat soak mostly occurs within the intake plenum. After a 400 yard drive the temperature fluctuation was only 5 degrees less for a brief period. No boost was applied in this test. Also during the 400 yard drive the IAT dropped to 143 degrees this also included a brief 3 min idle. I would like to post the photos of the Peak Parameter values from the Quadzilla so please coach me through. I will try to upload them Via cell phone.

Nice!

I have started the long idle heat soak test. I will have results within an hour of heat values and time to remove the heat.

Hopefully someone does because I do not. The only FTP experience I had was a data base we used to store and transfer data among the rest of us in the field and in the office. All I did was either upload or download.

A quick side note the HX40 and HX Super 40 shafts are notoriously weak but this has been addressed in the HE351VE.

From what the turbo calculator says a 6.7 Cummins at 500 ft of elevation running 35 PSI of boost out to 3400 RPM will require 85.2 Lb/min of airflow. This being said your turbo should be capable of this when all the parameters are set correctly. Your definitely on the right track. What will hinder the turbos ability to yield these results is the restriction of the turbine and the housing. I have seen better fuel economy and reduced EGT with my Borg Warner 62/68/.80 than with the VGT due to the way the turbine side of the turbo flows. Geometry of the turbine wheel will dictate how it flows and responds along with the A/R ratio of the turbine housing. Example the 68mm turbine wheel on my particular turbo has two configurations. The first is a flat blade or flat tip however you see it. The second being a J-Cup or a cupped tip blade. The flat tip is faster responding than the J-Cup, while the J-Cup flows better with a bit less response. So in my case with a 14cm divided turbine housing and the flat tip turbine provide great response and good flow characteristics. If I wanted even faster response from the turbo a 12cm divided housing may be used but can become a restriction at higher RPM. The best way to mitigate this is to use the J-Cup turbine wheel with the 12cm turbine housing this will yield the fastest response and great flow. I say all this to basically point out the point of restriction is the flow characteristics of the turbine housing with the vane position. So as we agreed earlier that the sweet spot is between 12cm and 14cm the turbo can be modulated from those positions to create the best overall outcome. Keep up the good work and keep us posted.

So if this is remotely accurate(it has to be to work on a 6.7 Cummins) Here are 2 links. Shows a compressor map of the HX Super 40. http://www.myholsetturbo.com/upgrades.html Gives you course specs. http://www.myholsetturbo.com/40appnotes.html

Just from the reference sheet the HX40 (possibly more with the HX Super 40) can flow between .53 Kg/sec to .54 Kg/sec which equates to 70-71 Lb/min of air flow.

The HX Super 40 is much higher than a normal HX40. Also the compressor housing A/R ratio on the HE351VE is a bit different. It flows just a few Lb/min better from my understanding. I'm still working on getting the compressor map.

Will do. Neat and clean is always good.

It's James Vais. Simple name really. I don't want to upload photos yet until I can see enough data to prove this filter to the vendor's engineering guys. I told him by the end of the week I should have enough data compiled to give it the go-ahead.

If this filter works out you will truly see a difference using your HE351VE.

Is there a link I can use to learn how to upload photos?

I do not have a map any longer. Although an HX Super 40 compressor is what is used on the HE351VE. It's a capable turbo but has its limitations. Now the best way to remotely change the position of the vanes would be via Engine load vs TPS %. You may only need an incremental adjustment when engine load comes up while cruising but when you go WOT the the TPS and engine load both shoot up. Engine load mat only come up to 86% but the TPS will give a 100% value in voltage. .6 to .54 volts at idle but wide open will be around 5 volts a believe. The boost pressure is safe to 40 PSI but shaft speed may become excessive on the HE351VE just due to the fact the A/R ratio may be too tight. I will see if I can get the HX Super 40 compressor map again if so I will need to email the map because I can not post photos via the phone.

Definitely an odd one. Going to put that in the notes pile for sure.

I will add a little side note the BHAF I have is utilizing a 5 inch flanged filter with a hose clamp style attachment. A 4 inch flanged filter also exists. Just a quick question. When time comes I will post a photo of the BHAF and part numbers but I assume I will need to use a photo bucket account please let me know if this is accurate.

I am. There is alot of data to compile. I'm using the data logger on the Quadzilla to give me maximum values. The rest is done by constant monitoring. So far at idle beyond 15 minutes the IAT temperature stabilizes around 140 and intake temperature(air horn) is 10 degrees cooler and the ambient temperature is right at 85 with I'd say 50% humidity. Last WOT run produced 200 degrees less EGT going from 55 MPH to 75 MPH. I'm keeping the Quadzilla off for now since not many people have as large of injectors or the size turbo I have just to keep the power closer to someone using wire tapped fueling/timing boxes such as the Edge tuner. I will keep everyone up to speed as I am available to update.

Very good. 35 PSI is attainable but shaft speed is on the edge. The turbo will give max flow at 140,000 RPM anyway so there is no need to push that hard. Even though you only see 32 PSI of boost pressure the flow of the HE351VE is greater so you produce cooler boost at that pressure. The key I'd getting enough airflow into the inlet of the turbo to provide the most efficient boost possible. Another value you could try if possible is 12.5Cm or even 13Cm. 12Cm is great for transient response and as you stated drive pressure is not nearly an issue when the turbo calms down. Cummins I believe did spec the turbo above 2.0:1 drive pressure to boost ratio but that is never good for gaskets. The 6.7 Cummins draws some of the exhaust gas from the exhaust manifold so they rarely over speed a turbo unless they push well over 500hp. They intentionally program higher drive pressures on the turbo to ensure the pressure driving the turbo is great enough to give ample boost and also provide enough EGR flow at maximum duty-cycle of the EGR mixing valve. 6.7 Cummins engines and 5.9 High Output engines from 2004.5 - 2007 use MLX head gaskets(multi layer steel) to ensure the gasket does not fail with high drive pressure. To stay efficient the HE351VE likes to be at a maximum of 32 PSI of boost. So your in the sweet spot. Keep us posted with any changes and updates.

Was the stock injector on the truck when it did it? I believe stock was 7x.0075.

Never hear of an ECM over fueling at start up. Typically an IAT sensor, sticking injector or wiring problem would be the commanding factor with this issue. Interesting to know that an ECM could potentially cause this. What injector size is on the 24 valve truck?