I was wondering if anyone knew what the breaking point of these turbos are, how much boost can they sustain? I have heard of them breaking the exhaust turbine at high boost levels, but what is a high level? My truck will see well over 40 if I dont regulate it, and I think I am pushing it too hard, but i dont want the thing to come apart either way. Thanks folks...

I'm not for sure but i think there was a video of one on here letin loose at 50psi

Anything over 32psi or so and the stock turbo is out of it's map. Basically you are starting to push hot air back into the motor. Anything over 42psi or so and you are starting to take your chances with not only your turbo, but also your headgasket.

Yeah it really depends on the turbo too. I've heard of some letting go at 45psi, and I've seen some push 48-50psi, for quite a while and not have any issues. Like Bill said, above 32psi is out of the map with these turbos, so if you're pushing 40psi, I'd start looking at turbo upgrades personally.
Sean

The common rail head gaskets have been known to hold over 50PSI...although anything after 35 its not doing much good.

The common rail head gaskets have been known to hold over 50PSI...although anything after 35 its not doing much good.

I have had my stock headgasket with 300k miles on it to 58psi on a stock WH1C one time on accident. They both held, but like you say, it's not doing either any favors.

just curious, my truck is all stock. how much boost will the turbo make? will i see any high spikes under load (towing)? and will modifying the exhaust system also change boost levels?

thanks for the info fella's. I have seen mine hit 55 with an all out run, with the waste gate turned off, so now I know I will definately cut back a little. as far as bigger turbos, whats recomended? sizes, brands, etc. any kind of info would be great, thanks again.

just curious, my truck is all stock. how much boost will the turbo make? will i see any high spikes under load (towing)? and will modifying the exhaust system also change boost levels?
modifying the exhaust won't increase boost, but if you go with an exhaust that flows more freely close behind the turbo, it will aid spool up.

As far as recommended turbo upgrades, what are your plans for the truck. I'd figure out what you want to do with it, towing, sled pulling, racing, fast daily driver, HP goals etc? Then you can go from there.

With the HG issue, I've talked to one guy that has run 65psi through the stock head gasket on numerous occasions racing and never had any issues. The motor wasn't studded either. This is a fairly extreme case, and he did have a new head that had already been cut for orings and studs, sitting on the bench in the shop, he just didn't see a need to replace them if the stock ones were holding in there. On a 24v. We used to push 55psi all the time with a stock HG not studded and never encountered any issues. But the risk is out there. I've seen a stock 12v no mods what so ever pop a head gasket, so just be careful and now that anytime you are bumping up power, the risk is out there.
Sean

also, what about timing issues? I am running 6 degrees injection timing, but am capable of 18 total, but anything above 9 the thing rattles pretty bad. any suggestions for that?

I wouldn't advance your timing too much. Stock timing is something like 12 degrees, so 6 on top of that is getting pretty steep. Running too much timing poses some issues. What box are you running?
Sean

also, what about timing issues? I am running 6 degrees injection timing, but am capable of 18 total, but anything above 9 the thing rattles pretty bad. any suggestions for that?
is that the TST with adjustable timing?

Just remember, for every degree of HEAT you put into the intake, you get another degree on the exhaust side too.

Turbos that are operated outside of their "efficiency maps" are making more HEAT than airflow. Hotter air = more boost, but less air flow.

thanks sstockton, but what i would like to know is what is the max boost i will see w/ everything stock off the showroom floor? and will boost spike sometimes under load?

on a new dodge, the max you should see is about 24psi. My friends 06 makes 30psi, but that is with a TST PMCR. Unfortunately the gauges went on after the chip, so I don't know what it was hitting bone stock. It should be around 24psi though, 12v's were roughly 17psi stock, 24v's were 20-22 and I think these are 24. I'm not 100% sure on that though, it won't be much over it. You shouldn't see spikes when towing, I haven't seen any on a dodge.

Just curious, did you 6.0ford spike when towing. The VG turbo on my buddy's 04 6.0 would just go nuts. you'd cruise along at 10 psi and it would spike up to 20 then back to 10, all day long. We never got it figured out.
Sean

04.5 and up 600 motors will hit 30 psi stock

ok, good to know.
Sean

[

Just curious, did you 6.0ford spike when towing. The VG turbo on my buddy's 04 6.0 would just go nuts. you'd cruise along at 10 psi and it would spike up to 20 then back to 10, all day long. We never got it figured out.
Sean[/QUOTE]


Just got rid of my ford, totalled it out after the divorce..... on accident of course..... anyway, on the fords, when the vanes in the turbo get dirty, it can do that, but most of the time it will be a sticky egr valve.

and as far as box, I have the tst power max thing, with the adjustable timing. the box makes a ton of power, with adjustments for timing, rail pressure, all kinds of stuff I dont know about. This is the first cummins I have had, my ford had a different turbo, and sticks. the turbo came apart twice, but thats why I am trying to find out more about these motors and timing, I found out the limit of my ford the hardway, needed a motor at 30K. injection timing was the biggest issue with those, but I though the cummins could take more timing than the ford?

The cummins will be fine with the 18* of timing. Of course as timing goes up, so does cylinder pressure. If you start stuffing the cylinders full of other stuff, such as water/meth, then the pressures will get high enough to possibly lift the head.

Mark Chapple, the owner of TST, is a retired engineer for Cummins. He knows his stuff. :D Being able to adjust to 18*'s was made for people who were looking to tune the most out of there engine. The TST on 18 * of timing is a little noisy, but is safe for the most part. But.... for reference, on the standard TST without adjustable timing the box only does 12* of timing.

the variable vane turbos on the ford 6.0s are goofy. anything would cause boost spikes. engine load, egr (very common), loss of bacKpressure (straigt pipe), there are several other factors as well but those were the main ones. those turbos are junk as far as im concerned. just ask the thousands of people whos turbos went up after just a few thousand miles on bone stock trucks. some even went up during teset drives from the dealerships. most ford guys will tell you to keep the stock air filter because it flows best.....BS. its because those turbos are so "soft". and if ford sees an aftermarket filter, say goodby to your warranty. the sad thing is that the turbo is just one of many of the 6.0s downfalls. add in a crappy egr system, weak headbolts/gaskets, fragile injectors, and wiring issues and you have yourself a nightmare on wheels. glad i got rid of mine when i did. i will never own another ford. i believe dodge is going to run the variable turbo setup on the 6.7s. i would also stay away from that as well, even though its a dodge. the engineers say those turbos give a more usable power band. too bad they dont have to drive them and use them for work everyday. going up a hill under load the truck will start surging (power coming in and out) because the stupid turbo keeps adjusting itself. feels like "i think i can, i think i can". what a POS design for a turbo.

Suit on LMAO :D

In this thread, I see talk of maps, but I see no mention of model number.

???