Why you would NOT upgrade your turbo

[Diesel power]

wastgate the turbo to 30 psi and let the nitrous take over from there, thats the way i do it. just watch your back pressure if it's too high then you need a bigger exh housing

sweet diesel, i was giving a general observation in my last post, not accually talking about the A/r on that particular turbo,though it has been done so im told.

II has different housing combo's/ modifications for those who are interested.

 

[McRat]

wastgate the turbo to 30 psi and let the nitrous take over from there, thats the way i do it. just watch your back pressure if it's too high then you need a bigger exh housing

sweet diesel, i was giving a general observation in my last post, not accually talking about the A/r on that particular turbo,though it has been done so im told.

II has different housing combo's/ modifications for those who are interested.

No gates on factory LLY/LBZ/LMM's, nor are there optional housings yet.

Everybody has different housings and Modifications for Big chargers that I know of.

Industrial Injection told me that a GT4202R is way too big for a Dmax, and there is no way a 3.0 S400 wouldn't flow more than a GT4202R. Even when I told them I had run both chargers...

So I don't necessarily put a lot of faith in their opinions on Dmaxes.

 

[Killerbee]

Really? So GM overspeeds them from the factory? 22PSI at 3200rpm is normal stock operation.

Yes. On the LLY in particular, the low pressure side restrictions create a condition of premature overspeed, by virtue of steeply increased PR. It is a testament to Garrett to be sure, but GM fubar'd the LLY induction.

Have you not seen everybody raving about their new LLY with the Induction Overhaul Kit?

Full Explanation HERE and HERE

 

[Stingpuller]

Wow!

I guess GM is just plain retarded.

 

[05_LLY]

I guess we all should take our big turbos and twin turbos off, put our stockers back on with some GM designed lb7 intercooler pipes, a gm designed lbz turbo inlet and a little bit of giggle gas and we can make more power then the NASA space shuttle and do so while being more efficient than a toyota prius.....Where did we all go wrong?

 

[Diesel power]

No gates on factory LLY/LBZ/LMM's, nor are there optional housings yet.

Everybody has different housings and Modifications for Big chargers that I know of.

Industrial Injection told me that a GT4202R is way too big for a Dmax, and there is no way a 3.0 S400 wouldn't flow more than a GT4202R. Even when I told them I had run both chargers...

So I don't necessarily put a lot of faith in their opinions on Dmaxes.

has anyone thought of useing a external WG? Would that not allow for DP and BP regulation? Then it could nessesitate the use of nitrous with out failure?

Whom at II did you talk to pat? shane and brady are the only ones i would talk to about turbo's

 

[05maxlly]

buying all twins and big turbos 10 cent on dollar hurry there might be a line

 

[Diesel Pilot]

Have you not seen everybody raving about their new LLY with the Induction Overhaul Kit?

I'm not raving about it. I have a modified LBZ inlet and modified intake track. It hasn't done JACK SH!T for my truck. I don't get better mileage and the power isn't up enough to be noticeable. It might be a bit faster at the track but I haven't raced it since the "upgrade". I'm not saying that it's not an improvement over the LLY inlet. You can clearly see by looking at it that it is. I just haven't seen any of the claimed numbers on my truck.

Oh, and I'm really skeptical on getting over 22 mpg (hand calculated totals, not highway estimates) in any LLY. I'd have to see it, smell it, touch it, hear it, drive it, and then see it again to ever believe it.

 

[Fingers]

Nitrous greatly increases the heat in the chamber. Piston melting heat.

Turbo charging adds mass to the chamber to dilute the BTUs being added while still adding pressure. That is, lower heat, more power.

Heat and pressure kills pistons.

But what do I know...

 

[Killerbee]

I just haven't seen any of the claimed numbers on my truck.

whose claims?

 

[Diesel Pilot]

whose claims?

Take your pick. You, various people here and on DP.

I have not seen the improvements that everyone is talking about getting with the updated intake/inlet.

 

[Killerbee]

Has anybody (Jon) checked the formulas for compression and heat (Jon) for validation (Jon)?

 

[Stingpuller]

Maybe!

Maybe we can come up with a formula and a program to figure it out. Killerbee done some more reading and NOW nitrous is the BEE :rofl:all end all maybe?:hug: I would like to see 26mpg under normal driving to. I would bet against it. Jeff

 

[Fingers]

Has anybody (Jon) checked the formulas for compression and heat (Jon) for validation (Jon)?

I've done one better KB, I've measured the actual cylinder pressures throughout a large boost range. I am looking forward to graphing a Nitrous truck.

 

[Brayden]

ok, trying to back up a step.

We all agree that all positive cylinder pressure that occurs prior to TDC, is working negatively, to turn the motor backwards. Minimizing this "negative torque" while maximizing the positive torque (explosion) is how power (and torque) are maximized with minimum possible damage.

Anything that cools charge, also increases density without the usual pressure increase. Also, torque and power are proportional to the difference between the TDC pressure unignited, and the peak CP after ignition. Obviously, this difference is least damaging when it starts out as a low number, instead of a high one.

Winging it here.

I've noticed that motors that have injectors and short pulsewidth and less advance have a much higher rev gain than a motor with long pw and timing. I don't have a CP rig to measure any of that data but in theory the negative torque would be way less.

Brayden

 

[Brayden]

The VVT work very well when you open the vanes and use nitrous. Jeff

Opening the stock vanes while spraying is what I was thinking would work. Just finding out the right setting to the amount your spraying is the key to keep everything in check.[/QUOTE]

You can also let your EFI handle the Nitrous activation through the DSP output.. That way it will only come on at a certain throttle, boost, etc etc.. It's a great tool.. Wish the LBZ/LMM's could do it You listening Ross/Paul?

 

[MAXLLY]

testing nitrous motor against a blown motor cool!

how do we get a constant?

Where do we find the person who has tuned/run enough nitrous to know what he's doing? Alot of people spray... some people spray 100 jet... who sprays multiple stages with scary jets?

Nitrous tuners aren't running all over the place. I can only think of 1 guy spraying serious DMAX N2O, Buck... right?

 

[racinmike77]

testing nitrous motor against a blown motor cool!

how do we get a constant?

Where do we find the person who has tuned/run enough nitrous to know what he's doing? Alot of people spray... some people spray 100 jet... who sprays multiple stages with scary jets?

Nitrous tuners aren't running all over the place. I can only think of 1 guy spraying serious DMAX N2O, Buck... right?

the constant should be HP

 

[SteveFord]

You can also let your EFI handle the Nitrous activation through the DSP output.. That way it will only come on at a certain throttle, boost, etc etc.. It's a great tool.. Wish the LBZ/LMM's could do it You listening Ross/Paul?

That would be awsome if that came about!

 

[Samdweezel05]

So I had sometime today at work and decided to make a program to solve a proplem that has plagued mankind for years. How do different lugnuts effect MPG and global warming between 2200 and 2300 RPM's. So far the program and spread sheets have proven usefull but only seam to work if you are in the southern hemisphere and driving north. In order to get the program to work correctly in the northern hemisphere you have to turn the computure upside down. I will report back as I know more.