1969 C10 6.5 diesel swap
#21
10-21-2015, 06:15 PM
WVO/Waste fluids not my top tier of fuel additives operative word being waste, not as big an issue with the Mech Ips, has been VERY PROBLEMATIC with electronic IP over the years, might be a player might not, even with heating/straining/settling, (only way to run waste oils IMO) you still aren't impacting the chemistry of crap in waste oils that are now acidic or alkaline that is managed when used a feed stock when blended as Bio-D.
Because we are at low psi fuel systems (relatively) 3K or so as MFI vs 20K psi in common rail we can tolerate it better.
James IAT (intake air temp/charge air) was my question if you had monitoring capability, EGT also good info need to get that connected sooner than later, since this is an older you won't have an IAT sensor but can be added to your intake manifold so you know charge air temp, the hot air induction you have in photo would be improved with enclosing as a cold air. 12+ psi boost with the GM-X series turbos is where things get 'interesting" the turbo at those boost pressures gets really inefficient add in a high T2 (ambient temp) day and your charge air to engine out of the turbo runs 250F+ in electronic monitored engines 285F IAT sets a defuel on the IP to 55mm max fuel rate that does not code or let you know and also resets when you shut down until you hit that condition again. High IAT =high engine temps & reduced power output
Your mechanical IP & turbo can hit these limits but will not act upon them as no "brain/PCM" to limit operations/fuel rates, complicating this also is the waste gated GM-X turbos are very inefficient at higher boost levels on magnitude of 2x drive back-pressure to boost pressure achieved when I had my GM-8s on mine (best of the GM turbos, GM5s less efficient than the 8s) I recorded 45-50 psi drive pressure for 22 psi boost and only way to keep the IAT in check was with a IC between engine and turbo.
Have since retired the GM turbos and the IC in both my 6.5s for something in the 6.5 community known as A Team Turbo A-Team Turbo | , some have opted for HX 35/40 turbos which are better than GM turbos still operating wastegated that has some tradeoffs , ATTs also have tradeoffs ALL TURBOS HAVE TRADEOFFs just need to define goal at onset and select options from there.
From my personal experience and a few that have tried both we like the performance ATT gives, some detractors say otherwise I won't rehash that here, it has been done elsewhere under not as objective mindsets as should be applied to the discussion.
Because we are at low psi fuel systems (relatively) 3K or so as MFI vs 20K psi in common rail we can tolerate it better.
James IAT (intake air temp/charge air) was my question if you had monitoring capability, EGT also good info need to get that connected sooner than later, since this is an older you won't have an IAT sensor but can be added to your intake manifold so you know charge air temp, the hot air induction you have in photo would be improved with enclosing as a cold air. 12+ psi boost with the GM-X series turbos is where things get 'interesting" the turbo at those boost pressures gets really inefficient add in a high T2 (ambient temp) day and your charge air to engine out of the turbo runs 250F+ in electronic monitored engines 285F IAT sets a defuel on the IP to 55mm max fuel rate that does not code or let you know and also resets when you shut down until you hit that condition again. High IAT =high engine temps & reduced power output
Your mechanical IP & turbo can hit these limits but will not act upon them as no "brain/PCM" to limit operations/fuel rates, complicating this also is the waste gated GM-X turbos are very inefficient at higher boost levels on magnitude of 2x drive back-pressure to boost pressure achieved when I had my GM-8s on mine (best of the GM turbos, GM5s less efficient than the 8s) I recorded 45-50 psi drive pressure for 22 psi boost and only way to keep the IAT in check was with a IC between engine and turbo.
Have since retired the GM turbos and the IC in both my 6.5s for something in the 6.5 community known as A Team Turbo A-Team Turbo | , some have opted for HX 35/40 turbos which are better than GM turbos still operating wastegated that has some tradeoffs , ATTs also have tradeoffs ALL TURBOS HAVE TRADEOFFs just need to define goal at onset and select options from there.
From my personal experience and a few that have tried both we like the performance ATT gives, some detractors say otherwise I won't rehash that here, it has been done elsewhere under not as objective mindsets as should be applied to the discussion.
#22
10-22-2015, 07:55 PM
That is a tough one to get around as nearly everything on the shelves these days has either Chinese parts or assembly content, straight economics until our "leaders" and I use that term VERY GENEROUSLY do something about tax and trade disparity of US content goods then made in China is the only way one can compete products these days.
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jrsavoie (10-22-2015)
#23
10-22-2015, 08:04 PM
HX35s have been adapted HX40s seem to be a better performer for most but the 35 is better than the GM turbo, requires some manifold adapting work and downpipe work, you could fab a TM but you will want to be fully gauged for sure so you are setting the WG to operate for making boost but not be fully closed all time putting you in an overboost/high back pressure situation.
The one plus the ATT kits come with, they are virtually plug and play ready to install kits, and the owner of the company fully disassembles each turbo prior to shipping out and does a final QA on them deburrs any excess casting metal etc. so the quality isn't in issue coming from China other than someones political decision to not support made in China which is fine to each their own>
One last note on HXs verify it is genuine Holsett a LOT of CKO (Chinese Knock Off) "new aftermarket" turbos out there some good some not so good buyer beware.
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jrsavoie (10-22-2015)
#24
10-22-2015, 10:16 PM
Diesel Enthusiast
I have a buddy that makes locomotive heads. He has had to outsource to China but hates it. It's a fact of life right now. But I participate as little as possible. I am just curious how much more the turbos would cost made in the USA or Canada.
When Ugly Sticks
started being made in China, they didn't get any cheaper
When Ugly Sticks
started being made in China, they didn't get any cheaper
#25
10-26-2015, 10:05 AM
Nobody will make them for the 6.5 as they are obsolete vehicles, even starting to dry up overseas, so you now have to find a turbo from something else that has high enough volume in another application that makes them a viable possibility, that is how the "big housing" ATT happened by accident, original supplier stated shipping big housing turbos, because they stopped making the smaller housings for a while, without telling anybody they were doing that.
Big housings are ok just a surprise to Dennis when it happened and those really became an option for something like a big pusher, or low geared vehicle pulling big loads.
Your Delphi, AC DELCO, Bosh parts, GE, Whirlpool etc. also assembled in China/Mexico etc. didn't get any cheaper either that brand logo on the part box or the sticker is what drives the price, regardless of the manufacturing cost to the parent company, does your buddies price go down on locomotive repair with those made in China heads??? My guess would be no.
Problem these days damn hard to find true made in USA anything, with all the trade tariffs, and EPA and EHS, OSHA, etc. (alphabet agencies & "union scale" involved) that non USA manufacturers don't have to contend with it won't get any better.
Off soap box now going into way off topic here.
My apologies to the OP
Tim
Big housings are ok just a surprise to Dennis when it happened and those really became an option for something like a big pusher, or low geared vehicle pulling big loads.
Your Delphi, AC DELCO, Bosh parts, GE, Whirlpool etc. also assembled in China/Mexico etc. didn't get any cheaper either that brand logo on the part box or the sticker is what drives the price, regardless of the manufacturing cost to the parent company, does your buddies price go down on locomotive repair with those made in China heads??? My guess would be no.
Problem these days damn hard to find true made in USA anything, with all the trade tariffs, and EPA and EHS, OSHA, etc. (alphabet agencies & "union scale" involved) that non USA manufacturers don't have to contend with it won't get any better.
Off soap box now going into way off topic here.
My apologies to the OP
Tim
Last edited by Turbine Doc; 10-26-2015 at 10:12 AM.
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jrsavoie (10-26-2015)
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