Vais01

Seems to be an average EGT so far.

14.7 PSIA at sealevel and 11.3 PSIA at 7000 feet.

Mine is a little worse than that but I'm over 250,000 so I'm not alarmed at all. All 6 run strong. Also my oil pressure is 20 PSI at idle. Cummins states 10 PSI is the minimum at idle so I've got plenty of life left.

It's coming down that's for sure. Only issue is this oil glut is hurting my pocket book big time.

Well I've come to love the Baldwin BD7317 oil filter. Bypass filtration built into one unit no extra hoses or possible leak points. Also Blackstone labs seem to think it's doing a better job on the truck compared to the Fleetguard LF9028.

That will definitely explain the difference.

Looking good. Keep up the tuning. Your 850 EGT is a little warm compared to others.

I agree. The trick also is air density from altitude or temperature.

I am officially on 2 tanks of TC-W3 2 stroke oil. The truck is running great and the injection system is quieter.

Good info. Thanks for the update.

Almost the exact same EGT's I had using the HE351VE. What are your boost levels at those cruising speed? I'm willing to bet your turbo transient response times are awesome.

Nice and cool at those speeds.

What speed?

Any others have any cruising EGT info they would like to post?

I have an upgraded exhaust and believe me it makes no difference other than everything after the down pipe is stainless steel. I'm surprised that at 75 MPH I run lower EGT's with larger injectors and roughly 3 PSI of boost. May be a sweet spot. The only grade I have pulled is a long bridge in Sulphur, Louisiana kept the speed at 70 throughout the pull and the EGT's never went over 900 and the boost kept creeping up. With my old VGT setup I would easily go into 1000 until I lifted the throttle.

I am going to make the assumption you run RV275 injectors. Nice and cool at 55 MPH. What boost are you making while cruising? Not exactly sure why as long as I am on flat ground any speed from 55-75 is the same EGT range. Maybe it's because I drive around with 0-3 PSI of boost.

I will once I figure out how. Haha.

I'm paying 2.40 per gallon down here in Houston area. Gasoline is on part too.

On my old configuration I had wrote one map that never made any noise when rapidly releasing the throttle even at max boost. The truck ran strong but the top end was lacking until I added some additional boost (32 then up to 35). For some reason with the additional boost the turbo would create a rapid chirping/whooshing noise with 3 additional PSI of boost. My current turbo and truck configuration has no chirping/whooshing or barking. Then again I do believe there are too many necessary parameters to monitor to correctly operate one of these VGT turbos.

Well I have been curious just to see what an average EGT range for the VP powered trucks. I run between 600-700 pre-turbo anywhere from 55-75 MPH usually at 0-3 psi of boost. My truck has 100hp(7x.009 SAC) injectors, a 62/68/14 wastegated turbo, factory air box with a modified opening, 285/70R17, low stall converter, done rite valve body and 3.54 rear gears. Like I said just curious to see what people average.

The trick is to allow the vanes to suddenly open up upon throttle lift this prevents the so called bark. It kind of makes a pulsating whooshing noise when the drive pressure is still high. This is another reason I finally got away from this VGT because the inputs to correctly operate the vane controller are immense. Try limiting boost levels to 32 PSI max and see if that helps. That's what I did with mine and it prevented the turbo from barking.

Been there before. The HE351VE is a different animal all together compared to the HE351CW. Just a small bit of advice the so called "silencer ring" is not a silencer ring on the HE351VE. It's a compressor surge preventer. There are no compressor map enhancement cuts on the compressor housing like on the HE341, HY35W or the HX35W to prevent surging. If you tune the turbo correctly upon rapid throttle let off on max boost the turbo should not bark or surge due to back flow. This has to do more with drive pressure than anything else. I'd like to see a video of the turbo at full boost and rapid throttle lift if you can make one.

Holset states the air flow is over 850 CFM and the wastegate preset to 40 PSI. That means if 40 psi is the max preset the turbo can produce a whopping 77 lb/min of airflow and that equates to 1065 CFM of air at 3200 RPM. This is a massive amount of air from this turbo but would make the turbo too small for the 6.7 Cummins which would require about 80 lb/min and 1107 CFM at 35 PSI of boost. The tricky part is that with a max pressure ratio of 4.5 that would mean the max boost capable of this turbo at 2800 RPM (Max rated power) is right in the ball park of 40.5 PSI. It calls for 940 CFM and around 68 lb/min. For a modified 5.9 this is perfect and sets the point on the compressor map right in the .76 efficiency window. The only thing is through all my testing the VGT and my trucks configuration it could not provide enough boost or airflow to keep the EGT'S below 1300 wide open. This is no problem for my current turbo.

I agree the turbo can provide the air required for the truck to produce a flatter torque curve although it's still limited to 60 pounds of air s minute. At 30 psi it will perform fine once you achieve 35 PSI of boost air the turbo will begin to over-speed due to the engine requiring near 65 lb/min of airflow. Basically producing hot air. If I remember the turbo max allowable RPM is 144,000 that is measuring shaft speed. I've ran into this issue with my truck. In my case removing the VGT and using a larger turbo has helped gain better fuel economy on the highway but I have lost the low RPM power because of the .80 A/R housing providing boost air around 1450 RPM. I could go down to a .70 A/R turbine housing (12 square CM) to increase boost at lower RPM or change torque converter to a 900/400 from Dave. There are many ways to correct this but for my driving style the .80 housing is is doing great.

Mike, I have my truck build sheet. On this sheet it lists many of the codes of the build. An example is LT265/75R16 All Season is build code "TXF". Another one is "13x2.5 Rear Drums" build code "BKB". For these build codes all you need is to head to a dealer and give them the last 8 of your VIN and they can print the build sheet. I've got a list of them but I would have to scan these documents and add them into the thread.