I am not an expert but I would guarantee that in a properly configured setup lower drive pressure's and EGT's are obtainable... obviously too large of tubing can cause adverse effects like slow spooling
Aftermarket up pipes and headers opinions.
- Thread starter bigbird
- Start date
I am not an expert but I would guarantee that in a properly configured setup lower drive pressure's and EGT's are obtainable... obviously too large of tubing can cause adverse effects like slow spooling
With DSP5 we can dyno before and after: stock(bolt-ons of course) 80hp, 180hp, and around 500whp
I believe my tunes are written to over 3800rpm? We will have to see on the dyno here in a couple weeks.
Tom and I both run stock turbos but it will be good to see "real" dyno numbers with various tunes before and after the installation. There may be more power to be had with tuning after installation also...
I dont care about numbers I just care about E.T's
I dyno'd before and after with rick's pipes. Netted 35 horsepower on the same dyno with no other changes (575-610hp). This is with a GT42 and a single CP3. Have had no problems with them as of yet.
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Pat, if this post violates any rules Please delete it.
Rob, how much did you pay for your up pipes and what was our agreement?
You've also pursued getting another set. If you didn't see any gains at all why would you want another set?
I mean no disrespect by the questions, I'm just curious.
Also, when I heard of the failures I immediatelty stopped any and all sales. I even posted the info here. I asked people like Pat to return his pipes till I could figure out a solution.
I've tried a couple of things so far and I believe I've found a nice compromise between cost and durability. I haven't had a single complaint on the up pipes since I put the new bellows into production.
I appreciate those of you here that have spoken up to share your actual experiences, good or bad.
Rob, how much did you pay for your up pipes and what was our agreement?
You've also pursued getting another set. If you didn't see any gains at all why would you want another set?
I mean no disrespect by the questions, I'm just curious.
Also, when I heard of the failures I immediatelty stopped any and all sales. I even posted the info here. I asked people like Pat to return his pipes till I could figure out a solution.
I've tried a couple of things so far and I believe I've found a nice compromise between cost and durability. I haven't had a single complaint on the up pipes since I put the new bellows into production.
I appreciate those of you here that have spoken up to share your actual experiences, good or bad.
Rick, I know there were some issues with the big HP trucks. are you confident these are fixed?
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Guys, I am not a vendor here. I have to respect Pat's site and his rules.
I'll be more then happy to discuss my product openly at either of the two sites that I am a vendor at. Dieselplace.com or DmaxCentral.com
I'll be more then happy to discuss my product openly at either of the two sites that I am a vendor at. Dieselplace.com or DmaxCentral.com
My cost was 500.00 if I kept them per our agreement. They failed, in testing and blew open. So I sent them back to you.
Where did you get your info about pursuing new up pipes? You are wrong there, as I've never pursured putting another set on my truck because of the tests I ran. I saw no gains, why would I get another set?
I'm just stating what I found testing a product.
Sorry if it's not the answer you were looking for, I have no dog in the fight, just telling the truth.
As we talked Rick, maybe it's the twins that are not showing the results you mentioned.
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I got a set of the headers and up-pipes from TxC after he tested them on his truck. Initially I had a leak at the rear of the driver's side flange to the head - Rick sent another DS header (for free within a day), I swapped it with the one I had and sent the leaking one back.
I installed the drive pressure gauge beforehand to get before and after data. With a BD manifold and LB7 passenger side up-pipe I had really high drive pressure on the tune I had run 12.3s on. It was close to 2:1 so at 48PSI of boost I was at about 85 PSI drive pressure. After installing the up-pipes I was still getting the same boost but only 75PSI of drive pressure and it seemed to spool a little faster on the street. I also had a few minor leaks. After getting the leaks out I started tuning on it and kept taking out vane position at WOT, drive pressure kept coming down to about 65PSI but boost only went down to 45-47PSI. It was feeling a whole lot stronger in the top end and the speedo would rise from 55 to 100+mph faster than I had ever seen it. I was scheduled to dyno and ready to run at the track that weekend to get hard numbers on the improvements from the headers and up-pipes with and without the new tuning; but something in the motor finally gave up on me. I can tell you that before it would cruise at 650-700* at 70mph and after headers and up-pipes was down to 550-600*, then even lower after the tuning. At WOT in 4WD it used to spike to 1400* then come back down to 1350* and hold it but after the headers and tuning I COULD NOT get the pyro over 1250* no matter what I did. In the tuning the only thing touched was vane position tables, so I was running the same amount of fuel as my 12.3 runs (didn't have any more to offer out of the stock LBZ CP3 or I would have).
We have also installed a set of just the up-pipes on an LB7 with a 4088 and he said it feels like a whole new turbo. He said it spools much faster and holds more boost at a given RPM. His EGTs have also dropped. It was Jonathan Casey's truck - I'll PM him to have him add his detailed input.
Idaho Rob I would assume that with the low drive pressure that your twin setup has you would not see anywhere near the results of a single changer.
I installed the drive pressure gauge beforehand to get before and after data. With a BD manifold and LB7 passenger side up-pipe I had really high drive pressure on the tune I had run 12.3s on. It was close to 2:1 so at 48PSI of boost I was at about 85 PSI drive pressure. After installing the up-pipes I was still getting the same boost but only 75PSI of drive pressure and it seemed to spool a little faster on the street. I also had a few minor leaks. After getting the leaks out I started tuning on it and kept taking out vane position at WOT, drive pressure kept coming down to about 65PSI but boost only went down to 45-47PSI. It was feeling a whole lot stronger in the top end and the speedo would rise from 55 to 100+mph faster than I had ever seen it. I was scheduled to dyno and ready to run at the track that weekend to get hard numbers on the improvements from the headers and up-pipes with and without the new tuning; but something in the motor finally gave up on me. I can tell you that before it would cruise at 650-700* at 70mph and after headers and up-pipes was down to 550-600*, then even lower after the tuning. At WOT in 4WD it used to spike to 1400* then come back down to 1350* and hold it but after the headers and tuning I COULD NOT get the pyro over 1250* no matter what I did. In the tuning the only thing touched was vane position tables, so I was running the same amount of fuel as my 12.3 runs (didn't have any more to offer out of the stock LBZ CP3 or I would have).
We have also installed a set of just the up-pipes on an LB7 with a 4088 and he said it feels like a whole new turbo. He said it spools much faster and holds more boost at a given RPM. His EGTs have also dropped. It was Jonathan Casey's truck - I'll PM him to have him add his detailed input.
Idaho Rob I would assume that with the low drive pressure that your twin setup has you would not see anywhere near the results of a single changer.
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I don't mind you asking at all - but right now it is all speculation. I am pretty certain that piston is cracked. I am getting oil out of one of the passenger side exhaust ports and excessive pressure in crankcase. Initially I thought it was a valve that let loose and caused the piston failure but with the raw diesel smell I was getting out of it tonight when we moved it to the shop I'm starting to think it was an injector. We'll see during teardown.
The craftsmanship on the headers does look top notch and I have been treated right by rick.
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question for you. so your saying with that high of drive presure at wot throttle you where only in the 1400 range and down to 1350? im sorry i just done belive it. my truck would not run below 1600 at wot with the same turbo your running. I was running about 38 max psi of boost.