What size Turbo for 500-600hp? - Diesel Truck Forum - TheDieselGarage.com
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post #1 of 23 (permalink) Old 12-03-2009, 04:10 PM Thread Starter
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What size Turbo for 500-600hp?

I have a question for those more in the know than I. Right now I have an S300 62/65/14 sitting on the bench. It is rebuilt and has a new turbine wheel....ready to roll. With some reading I have done I think this might be a bit to small for my hp goals. I have the opportunity to sell this 62 to a friend that is looking for about 450-500 and I can buy a 64/71/14 for the same price I am selling the 62 for. Would the 64/71 be better for my 600hp DD goal? According to my calcs I will need 550-600hp to crack the 12 second 1/4 mile barrier. I am going to swap out my 370's for some SDX injectors here down but I need to make a decision on the turbo pretty quick so I don't lose out on the upgrade if the 64 will work better. So should I sell my 62 and buy the 64? Sell the 62 and put the money in the bank and save up for a Source compound kit and use my HX up top? I'd rather stay with the single but compounds are cool too.

-Phil-
98 2500 4x4,12V,47RE Suncoast Billet input shaft, Suncoast H/D Extreme Trans kit, Goerend Triple disc converter, FASS 150/90, FASS Suction tube, Amsoil Ea air and pre-filter, 100 plate, 4K GSK, 370's, AFC Mods, CoolerTubz intake, straight piped 4" DP to 5" stacks, BD-SBS, Autometer Z-series Pyro/Boost/Trans/FP, Amsoil Bypass system and Amsoil fluids bumper to bumper.
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post #2 of 23 (permalink) Old 12-03-2009, 04:37 PM
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The pro52 have made good power. Little slow comin on but they work well. I think a 64 may still be a little slow. Id more consider a 66.

My truck:
1999 Dodge 24 Valve Cummins
P pump conversion with a 180 pump
Pump doesn't have a fuel plate, 4g springs, & full cut dv's, no afc, ect..
.093 fuel lines
Air Dog 165
custom ground cam
mahle pistons with .050 valve reliefs
balanced rotating assembly
8 x 11 injectors
ported head with 60lbs valve springs and 12mm studs
Pro 52
Polydyn header
stage 5 east coast diesel bullit automatic trans.
triple disk dunrite torque converter
4.10 gears
klienn train horns
Nubers with the twins and without header
603hp 1157tq
12.7 quarter mile (then ht3b blew again)
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post #3 of 23 (permalink) Old 12-03-2009, 05:04 PM
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That particular 64 I think would get you to 500. If you want a single, a Silver Bullet would get you to 650 but will lose a little spoolup on the street. The HX35/HT3B has proven capable of that much power and is relatively cheap. Are you going to spray at all?

Logan
1995 12 valve Cummins 6.0L, Air Dog 150, no fuel plate, AFC tuning, 024 DV's, 4K GSK, 18* timing, SDX 5x.014 injectors, Hamilton 181/210 cam and HD pushrods, Stage 2 Port job, 5 angle valve job, 60lb valve springs, ARP studs, O-ringed head, .020" over head gasket, coated pistons, balanced bottom end, Fluidampr, PDI exhaust manifold, homemade intake manifold, HE351cw Common Rail turbo and 50mm wastegate.
Drive Train: 13" Valair clutch [email protected], 5 speed, 4x4, 3.55 diffs, on 285/75 R16s

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post #4 of 23 (permalink) Old 12-03-2009, 06:39 PM Thread Starter
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Not if I don't have to. I have no problem with it if I can have a dependable DD and still get into the 12's. So far I am thinking the HX35/HT3B compounds might be the best option. If so that's fine as I can sell my 62 and just bank it towards a compound kit. The nitrous question though brings up another option though. Can I get away with a smaller charger for DD and still reach my goals?

-Phil-
98 2500 4x4,12V,47RE Suncoast Billet input shaft, Suncoast H/D Extreme Trans kit, Goerend Triple disc converter, FASS 150/90, FASS Suction tube, Amsoil Ea air and pre-filter, 100 plate, 4K GSK, 370's, AFC Mods, CoolerTubz intake, straight piped 4" DP to 5" stacks, BD-SBS, Autometer Z-series Pyro/Boost/Trans/FP, Amsoil Bypass system and Amsoil fluids bumper to bumper.
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post #5 of 23 (permalink) Old 12-03-2009, 08:17 PM
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I think you could make it with that 64/71/14, an external wastegate, and some spray.

Logan
1995 12 valve Cummins 6.0L, Air Dog 150, no fuel plate, AFC tuning, 024 DV's, 4K GSK, 18* timing, SDX 5x.014 injectors, Hamilton 181/210 cam and HD pushrods, Stage 2 Port job, 5 angle valve job, 60lb valve springs, ARP studs, O-ringed head, .020" over head gasket, coated pistons, balanced bottom end, Fluidampr, PDI exhaust manifold, homemade intake manifold, HE351cw Common Rail turbo and 50mm wastegate.
Drive Train: 13" Valair clutch [email protected], 5 speed, 4x4, 3.55 diffs, on 285/75 R16s

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post #6 of 23 (permalink) Old 12-03-2009, 09:48 PM Thread Starter
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But I am worried about DD then and it being dirty and have lag. I think am thinking the HX35/40-Ht3b route is going to be the best of both worlds.

-Phil-
98 2500 4x4,12V,47RE Suncoast Billet input shaft, Suncoast H/D Extreme Trans kit, Goerend Triple disc converter, FASS 150/90, FASS Suction tube, Amsoil Ea air and pre-filter, 100 plate, 4K GSK, 370's, AFC Mods, CoolerTubz intake, straight piped 4" DP to 5" stacks, BD-SBS, Autometer Z-series Pyro/Boost/Trans/FP, Amsoil Bypass system and Amsoil fluids bumper to bumper.
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post #7 of 23 (permalink) Old 12-03-2009, 09:58 PM
 
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I've never driven one but I've heard a lot of really good things about the 64/71s. For Example Brad Ponci made 630 or so horsepower with one on his truck, he said it spools better and makes more power than the 66/71 he tried.

IMO the SilverBullet is over-rated. I remember a thread from a while back where one was compared to an A5K and the 5K made more power, more torque, and drove better than the SB.

But like I said I've never driven one personally, I just listen.
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post #8 of 23 (permalink) Old 12-04-2009, 01:05 PM
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The A5K was a 71mm inducer I thought? A 66 vs a 71 isn't exactly a fair comparison.

Logan
1995 12 valve Cummins 6.0L, Air Dog 150, no fuel plate, AFC tuning, 024 DV's, 4K GSK, 18* timing, SDX 5x.014 injectors, Hamilton 181/210 cam and HD pushrods, Stage 2 Port job, 5 angle valve job, 60lb valve springs, ARP studs, O-ringed head, .020" over head gasket, coated pistons, balanced bottom end, Fluidampr, PDI exhaust manifold, homemade intake manifold, HE351cw Common Rail turbo and 50mm wastegate.
Drive Train: 13" Valair clutch [email protected], 5 speed, 4x4, 3.55 diffs, on 285/75 R16s

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post #9 of 23 (permalink) Old 12-04-2009, 01:36 PM
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Quote:
Originally Posted by Dual K20s View Post
I've never driven one but I've heard a lot of really good things about the 64/71s. For Example Brad Ponci made 630 or so horsepower with one on his truck, he said it spools better and makes more power than the 66/71 he tried.

IMO the SilverBullet is over-rated. I remember a thread from a while back where one was compared to an A5K and the 5K made more power, more torque, and drove better than the SB.

But like I said I've never driven one personally, I just listen.
Quote:
Originally Posted by cummins power View Post
The A5K was a 71mm inducer I thought? A 66 vs a 71 isn't exactly a fair comparison.

yeah, a silver bullet vs a modified K31 isnt quite the same.

ive also heard the 64/71 is better than the 66/71 on a 12v.

Garrett






BRING BACK THE OLD TDG!
oh well, i have a map to the darkside

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post #10 of 23 (permalink) Old 12-04-2009, 05:33 PM
 
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Quote:
Originally Posted by cummins power View Post
The A5K was a 71mm inducer I thought? A 66 vs a 71 isn't exactly a fair comparison.
Quote:
Originally Posted by SSpeeDEMONSS View Post
yeah, a silver bullet vs a modified K31 isnt quite the same.

ive also heard the 64/71 is better than the 66/71 on a 12v.

Garrett
If it spools better and makes more power I don't see why a "fair" comparison would matter.
Just a few quotes and a thread to give you something to think about:
http://competitiondiesel.com/forums/...ad.php?t=53878
Quote:
Originally Posted by jlibert
I have no experience with the Garrett, so I can't help you there.

On my truck, the A5K spooled faster, provided lower egts, a bit higher boost, and made more peak power, as well as more power everywhere under the curve as compared to the silver bullet it replaced.

There is no good reason in my opinion to get the silver bullet unless you're trying to fit into the 2.6 class for pulling.

BUT...........
This was on a common rail-- take it fwiw.

-jp
Quote:
Originally Posted by BrettWINspeed
From what I've seen on trucks out my way the K31's don't like nitrous, and some of the trucks had a hard time spooling them at the line too, and they end up wiping out there tranny.

Bponci's been saying for a couple of years that a 64/71 is more than you'll ever need, I was one of the few that payed attention to that. He backed up his claims of the 64 being better than a 66 with track times. I was able to dyno a 66/71/14 and then a 64/71/14. The 64 made 29hp more and dropped egt's at least 300* on the dyno runs.

We many not comparing fuji apples to fuji apples here, sometimes a gala comes in a steals the show.
Just something to think about.
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