Silverwolf2691

Part of mine and @LorenS's conversation is more trying to figure out how everything works and functions together. Also trying to see what happens when you change something. Not just in a more power way, but in a mathematical way. I fully agree with you as well in regards to the modifications. Hell, if it weren't for the fact that the rv275s were out of stock at DAP when I did my head gasket, that's what I'd be running right now. I jumped up to a Quadzilla from an Edge EZ because I like to tinker and for controlling smoke. And I have my work cut out for me.. but that's another thread. I'd also agree with the horsepower statement, but for diesels the bar is a lot further out in regards to issues, minus transmissions. Another thing is not everyone tows heavy or daily. I'm one of them, bought my truck because I got roped into the diesel fad and because we didn't have anything capable of pulling a vehicle home without overheating a transmission. My brother has a jeep and like to go out in the woods with it. But now he has a Cummins of his own but doesn't go wheeling as much anymore. So I started Sled pulling my truck. Goal is to keep it drivable on the road, but towing might become out of the question.

I realized that as I was typing.. For as much as we know there come a point of realizing how much we don't know. And I hit that this morning.

The more interesting thing is how much still has to be done by hand. With the size of our parts, all burrs have to be removed. We have 3 or 4 ladies in my building that their job is to look through a microscope all day deburring parts with an x-acto knife. All of the valves in my building are hand assembled and tested. But for the most part its all the processes, just able to be done faster. Well except some of the CNC lathes come with laser cutters. No joke on that either..

@LorenS, the 100% canbus is in relation to stock fueling. 100% is stock. Just remember also that our injectors are not much more than a relief valve with a set of small holes on the end. @Mopar1973Man's injectors might flow 43% more but they are technically flowing the same total volume of fuel in a shorter amount of time. (<- This statement is probably wrong.) Hmmm.. as I'm typing this I'm starting to confuse myself as well... overall fueling is controlled by the pin in the distribution rotor, but that its own set of craziness to understand.. Then the injector is its own fuel flow control.. I'm gonna post this because I'm curious but I'm also welcome to having this broken out in to its own thread.

If only.. they keep us on a tight chain in here.. Plus I only draw up parts, I'm no engineer.

Don't have that one... I'm one of the few on here that are on desktop for the majority of the time. I don't know if that makes a difference..

Fair warning, that's what we can do at my job, with our machines. Machinery handbook was less than helpful but I didn't look at the rest of the bearing spec. Only has ID and OD specs, which are sub .001 interference fits. Timken and National are good brands so I don't think you will have an issue.

Ok, 45 is a bit cold in August.. you need a frozen emoji in the list lol.

Just for a reference, the company I work for makes micro hydraulic valves. Pressure relief, check, vent, solenoid, etc. We don't work with the CNC machines you would probably picture when some one says CNC machine. Our lathes are a type called swiss screw machines, and ours are anywhere from a bit bigger than a 48" wide two tier toolbox to the size of a small shed (ride on mower can park inside with enough room for bikes on the side comfortably). They are normally used to make screws for mechanical watches. They can hold concentricity to .0003". We have held one part to Ø.05225 ± .00025 for a size tolerance, but usually we stop in the ±.0005 area. After that it gets expensive. Machining has come a long way and holding tighter and tighter tolerancing is getting easier, but it takes the right equipment. In terms of mixing metals, I'm not sure but I'm guessing that it used to be a bad metal combination and tolerancing, but now I think its just tolerancing. Most companies are probably using the same or similar spec stock to make their products. Costs and possibly customer complaint. The other thing is that bearings are standardized in size. Machinery handbook has over 100 pages on bearings in general..

Shorter term weather, getting the edges of hurricane fred's remnants today, then Sunday is up in the air with another hurricane possibly hitting us. Usually would go a couple years between hurricanes, but we might have two in two years. Granted one was closer to tropical storm, but it ran right up the the coast an maintained shape pretty much right up the Hudson River. On the non humid nights we've hit 58-59°F for over night lows already. With the clouds and humidity last night stayed at 75 and was Florida humid this morning.

@Dieselfuture, you had top hat seals put in correct? Do you have a link or anything on how you did that? @Mopar1973Man, valve seals or valve guides can be replaced on the truck? I can under stand seals but I don't think the guides can be..

Anyone seeing signs of fall/winter? Around here people are seeing squirrels starting to build nests and acorns are starting to drop. never noticed to begin with so I don't know if it's normal for that to happen already. We haven't gotten a lot of rain this month so I don't know if its stress on the trees or not..

Just need to see into the turbo.. but make sure your grid heaters are disconnected. Dont need a cummins blowing up. Sorry @IBMobile beat me to it.

Hard part with s400's on a vp truck is they dont respond as well as a 6.7. Not as much airflow. https://us.bddiesel.com/collections/dodge-5-9l-cummins-98-5-02-24-valve-turbochargers?constraint=twin-performance They have 3 for our trucks.. Two if you don't have a super b already. Towing setup is an s366 over s358, not sure how its supposed to be written.. @DownHomeDiesel if you think your spool is slow now, I wouldn't go for an s400. They don't start spooling until 2000+rpm. You would run out of rev range before the turbo even got going. From the sound of the rpm range you described, your "spooled" is full song. S400 with a .90 exhaust housing starts at a t4 foot, and it wont be at full speed until well after 2500 rpm if I had to guess. If you want that much faster than an hx35, you would have to have go with an he351cw or ve. But those wont support a towing 500hp. Nor or they bolt on and go. The s300g or s358gxe, don't remember if those are the same or not might also work for spool but not 500hp. Unless you can live with detuning while you have a trailer on, which is easy to do with a quad. The smallest s400 is the s464. Its technically a 63.5mm compressor inducer. It also runs a 74.3mm exducer with a .90 t4 turbine housing. Very rough math with the turbine housing puts it some where around a 16cm^2 housing in Holset terms. The .9 is the smallest housing for this particular turbo, 1.00 and 1.10 are the other options. The t4 foot is larger than a t3 by a good bit, it slows the exhaust velocity down and requires a new manifold. I say rough math because Holset uses an area to describe their turbine housings but everyone else uses an A/R ratio, and there isn't a direct conversion. I'm about 85-90% sure on all this info, its been pulled from forums and supplier sites. Some of the forum info was relatively old (2005-2010), so take with a grain of salt. I still stand by my suggestions for towing, even if you aren't able to use all 500 hp. I believe that 500hp is generally regarded as the limit for towing heavy across the majority of the forums, at least with vp trucks. After that things start getting hot and/or smoky.

I think if we started at 40-57°F here and went to the 90°F it did today people would have had a panic attack. I think we started the day at or above 70°F this morning. Add in air thick enough to chew from the humidity and the recipe for health hazards is formed. @JAG1, you have any humidity with that 80°F overnight? I think I've had that one or two summers ago, being at/over 80 overnight. If you didn't have A/C, you weren't sleeping very well if you got any sleep at all. Also, amazing?

As much as I hate saying it, disconnect the grid heaters and give it a snort of ether? Last resort before taking it all the way down again at least. Your starter might not be turning fast enough to purge the lines of the remaining air.. From what I've read, the delivery valves have an orifice in them that allows pressure to bleed down after injection. The delivery valves are in the part that the injection lines screw onto (with a vp44). The white smoke you are describing, is it rolling really lazy out of the exhaust? My thought was like a sub zero cold start with big injectors.. The other thing is make sure it isn't sweet smelling. Sweet smelling and white is coolant. Means the gasket isn't doing its job for some reason.

Damn. I'm trying to figure out if its something else, because I think it was the one oversight I had when I did the head gasket. I don't recall if the Cummins upper engine gasket kit came with guides, but I'd put my money on no. Was hoping to not have to pull the head again.. Either way its gonna have to wait. I don't have funds or an area to put my truck and take off parts for this project at the moment. Per my other thread I resurrected today (need help with tune or injectors), would guides cause a haze on acceleration if they were bad enough?

Saw this over this past weekend, usually my timing at an idle is like 11.22-11.25 and that's it. After idling for a while waiting to pull I noticed I was up around 15.xx degrees of timing. Tapped the throttle pedal and right back down to 11.22-11.25. Is this a safety thing built into the Cummins ecu or is it the quadzilla?

Opening this up back up, finally got a chance to test for boost leaks and I had mine up to about 20-23 psi before the pipe was starting to slip out of the coupler regardless of the wood trying to hold it in or not. I couldn't hear any large leaks but I didn't use the soapy water to check. I'm starting to 5s in my engine load for quadzilla as well. Unfortunately, I didn't have the quad when I put the 50s in originally so I'm dealing with half missing info.

Smaller turbo is your friend for towing. 500hp is easily achievable with 150s, a quadzilla, and a 62/65/12 or 62/68/12. Larger turbine wheel will help on the high rpm end. If you are stuck on compounds an s465 to maybe an 467.7 at most as your atmospheric turbo with a 62/65/12 s300 or smaller should work, but its a lot of money for not a lot of improved performance at this power level. Twins are usually used when you are trying to tow heavy with like 250+ injectors. You are running against lag and egt issues because you need an s366 or bigger technically to run that. Power Driven Diesel has a whole series of videos on YouTube about dynoing a set of turbos and seeing what they run like on the dyno including a lag test. Its very informative. Just remember that twins also have some drawbacks to go with those benefits. if they are not matched right, you might not ever be happy with them, until new hard parts are put on. They also can take some time to tune them to get wastegates working right, spool up happening when it should, etc. This was my thread for help deciding on a turbo, still haven't, but my money tree hasn't sprouted yet. Might have a couple of nuggets of info for deciding on a turbo.

Into the oven for the next few days. Mid-upper 90s inland with high 80s at the shoreline. Then dew points up to the mid 70s give us a feels like temperature of 105. We don't usually get dew points this high. Sunday is the end of it, dew points 50s to 60, temps in the lower to mid 80s. @Mopar1973Man, the page you had all of the wild fires on, inciweb, is that open to the public or a responder only thing?

Normally you cant bleed the lines without cranking? Might be the way you worded it but you need to loosen lines 1,3, and 4 then crank (in bursts please, no need to fry a starter) until you get fuel out of them. Best is to have a friend keep cranking while you torque them back in after you see fuel. Once one cylinder starts firing, usually the rest arent far behind once tightened.

I didn't think our trucks were sleeved?

Make sure its a ceramic coating or its money down the drain..

Oh boy. Was hoping it wasn't that. I've gotten the bright blue oil smoke upon accelerating after idling the truck for an extended period. It hasn't happened in a while though. Would valve guides do that or is that a turbo?