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Posted (edited)

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.

 

 

0430201755a.jpg

0430201755.jpg

Edited by NIsaacs
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18 minutes ago, NIsaacs said:

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. 

 

Typically it one pound of boost for every 10 horsepower. Roughly speaking.

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Initial observation of the new turbo is it spools even quicker than the oem. The intake is quiet:( exhaust note is about the same. I read that one revolution of the waste gate adjustment equals 1 psi boost. Two turns gave me 28 psi, so I turned it three more and now I am at 31 psi. Not sure how much I really need, I am guessing about 34-35. Haven't pulled any significant grades yet. I like it.

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Looks great! 
 

For heavy pulling on what appear to be stock head bolts I’d set it around 33-35 and see what you get for EGT’s on grades. 
 

What where you making with the stock turbo? 
 

It is possible to increase airflow and reduce boost, so this turbo might move more air at a lower pressure. 

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Thanks John, I was hoping you would chime in. My turbo knowledge is very limited. I don't understand all the sizes, shapes and configurations of stock v/s others.

 

Yes, stock head bolts and 33 psi stock. The egt's and coolant temps are/were bad. Full power/boost on a loaded grade will get me 1350 egt's in about a 1/4 of a mile. Then hold that, with the Juice defueling to my set 1350.

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33-35 psi from that turbo should be better than 33-35 psi from the stock turbo, I'd start there and see how it does. 

 

The compressor map shows that the K27 can push peak air, 52 lb/min, from a PR of 2.8 to 3.8, or 26 to 41 psi as sea level and 21 to 33 psi at 6,000 feet. 

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I set it for 33 psi, that way I can compare turbos. Hauled a small load just now, about 18k, and on some rolling hills I hit it hard and the egt's seem to be about the same. It hit 1350 pretty quick, so maybe not much help in that department. I was at about 5800' elevation and 85*.

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  • 2 weeks later...

How are you liking the K27? I've been pondering about getting one since they came out but just haven't pulled the plug yet since I've been rehauling all of my interior / steering / suspension first. My truck now has a stock HY35, I know an HX35 is a good upgrade to the HY35 but I haven't been able to find one for a good price. 

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So far I am liking it. Doesn't seem to help much in the EGT's but spools really quick and seems to hold boost longer on an upshift. I haven't pulled it hard on a long hill with a  heavy load yet. I am still running it set in the 33-34 psi range.  

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  • 2 months later...

Since the hot summer temps are here I have been running on level 3 on the Juice. It takes a long time to get the EGT's to 1300 now, so the new turbo seems to help some. I figured the larger turbine housing (18?) would cool the EGT's more and spool slower. The spool is quick, so maybe the 18 is matched with  better wheels...I don't savvy them much:)

 

What about aftermarket intake manifolds? Are the ads just marketing hype? They claim they are the best thing since sliced bread. I have been looking at this one:

 

https://www.dieselautopower.com/diesel-power-source-arctic-air-intake-manifold-int-man-24v

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Posted (edited)
5 hours ago, NIsaacs said:

ince the hot summer temps are here I have been running on level 3 on the Juice. It takes a long time to get the EGT's to 1300 now, so the new turbo seems to help some.

 

Problem is the Edge Juice is only going to set up for stock injectors timing wise. If you injectors are any larger than stock this is where the problem starts to grow. I was Edge Comp user for over 10 years. As injectors get bigger the timing needs to advance more. EGT's will get out of hand and smoke included. Since switch to Quadzilla EGT's are no longer an issue even with 500 HP roughly because of adjustable timing. I run  wide open on the Quad on towing tune and it really hard at 17,300 pounds on a 7% grade to even get close to 1,200*F with (7 x 0.010) injectors 150 HP cruise set for 65 MPH. My turbo might be a bit bigger on the compressor (60mm vs. 54mm)  but the rest is exactly the same as a stock HX35W. 

 

Just be aware of this limitation...

Edited by Mopar1973Man
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Intake elbow works great for common rail.  Not much of a restriction on the 24v vp44 powered trucks.

 

Tunnel ram would help more.

 

intake1 = 24v, 

2= aftermarket elbow

3= 3rd gen

Restriction is due to the way they bolt onto the intake plenum.

 

Biggest restrictions will be intake filter, intake plenum (not elbow) too small of wastegate, small turbine housing and small turbine wheel on stock turbo.

 

 

24vintake.jpg

4443ceec.jpg

 

pics are from DTR

Edited by dieselautopower
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4 hours ago, Me78569 said:

intakes wont do much on a stockish level truck.  

 

 

 

Mine is not stock but DAP answered the question pretty good. My son swears by them but his were/are all 3rd & 4th gens. The pictures tell the story. I wonder if the 2nd gen don't need it, why the ads and all the intakes built for them....

 

This is copy and paste from the ad in the link for 2nd gens.

 

"On a stock engine expect to see anywhere from 15 to 25 more horsepower. Modified engines will benefit further. This will make for better power, fuel mileage, spool-up and cooler EGT"

 

DAP, thank you for the response! I guess I will look for something that does work:)

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Its eye candy.  

 

Not interested in selling the illusion of power.  We want to get you parts that will make a difference.  We want to consult with our customers and help find out what their needs are.  Wants are ok too! (nobody NEEDS a 600HP truck !!)

Edited by dieselautopower
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Matter of fact I just talked to a gent this morning about his 03 Dodge and his 04 Dodge with the same intake horn. Those are choked compared to the 2nd Gen that flow thru fine. 

 

36 minutes ago, dieselautopower said:

Wants are ok too! (nobody NEEDS a 600HP truck !!)

I must be OK being I'm only a 500 HP truck right? :lmao:

 

 

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6 hours ago, Mopar1973Man said:

 

 . My turbo might be a bit bigger on the compressor (60mm vs. 54mm)  but the rest is exactly the same as a stock HX35W. 

Just be aware of this limitation...

 

Do I understand the K27 # as this....60/70/18?

 

Copy and paste from the K27 description:

 

"The K27 is capable of supporting up to 400HP. It features a 60/83.7mm Forged Milled Wheel (FMW) 7/7-blade design compressor to resist low- and high-cycle fatigue. The turbine is a quick-response, 70/58.83mm 12 blade advanced design cast in Inconel and provides great backpressure control. The turbine housing is a twin-volute, single-valve wastegate housing with 18.2cm2 nozzle area and an adjustable wastegate actuator that is preset at 1.8bar."

 

I might have been better off with this one:

 

https://www.dieselautopower.com/s200gx-e-dodge-ram-upgrade-turbo-12769880001

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https://mopar1973man.com/topic/17727-best-low-rpm-towing-turbo/?do=findComment&comment=231399

 

 

DAP, can you explain this post? How/why is the S200gxe a big upgrade over a K27?

 

The K27 specs appears to be this: 60/70/18......the s200 is this: 57/70/14.

 

I am not turbo literate, however, I was always under the impression the bigger the turbine housing the slower the spool and works better at high rpm with less drive pressure v/s the smaller housing. Yet, the K27 spools quick on my '01 and even seems to retain boost longer on an upshift than my oem HX35W. That tells me the center section including compressor and turbine wheels are heavier.

 

The K27 ads say it is an upgrade over the HX35 for those that need a direct bolt in with the direct exhaust brake mount, same as the s200.

 

It seems to be a fine turbo match for my '01, post 1 shows my power level. My EGT's are down some but not like I expected. Did I buy the wrong turbo? Is the s200 that much better?

 

Thanks, Nick

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4 hours ago, NIsaacs said:

https://mopar1973man.com/topic/17727-best-low-rpm-towing-turbo/?do=findComment&comment=231399

 

 

DAP, can you explain this post? How/why is the S200gxe a big upgrade over a K27?

 

The K27 specs appears to be this: 60/70/18......the s200 is this: 57/70/14.

 

I am not turbo literate, however, I was always under the impression the bigger the turbine housing the slower the spool and works better at high rpm with less drive pressure v/s the smaller housing. Yet, the K27 spools quick on my '01 and even seems to retain boost longer on an upshift than my oem HX35W. That tells me the center section including compressor and turbine wheels are heavier.

 

The K27 ads say it is an upgrade over the HX35 for those that need a direct bolt in with the direct exhaust brake mount, same as the s200.

 

It seems to be a fine turbo match for my '01, post 1 shows my power level. My EGT's are down some but not like I expected. Did I buy the wrong turbo? Is the s200 that much better?

 

Thanks, Nick

@dieselautopower. I would be interested in that my self beings I am turbo illiterate also.

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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.

 

 

 

 

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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.  

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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:)

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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.

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