I did 578hp with stock injectors, stock cp3 and an s472. And that is with fairly conservative tuning. How it's setup right now, on fuel only, I think its got 600rwhp in it. I vote a s472 and some 40 overs and enjoy your ride.
Your input on a 600hp DD
- Thread starter 2005LLY
- Start date
you can mod your cp3 cover and regulator for free and pick up some fuel pressure (about 2-3K in my case). It definitely helps.
This is certainly old news, but I pushed 798rwhp uncorrected and ran 10 sec ET's on slock LLY injectors. The same stock injectors spooled a 3.2 inducer turbo with a tight converter.
http://relentlessdiesel.com/forum/viewtopic.php?t=5
the Dmax has a rectangle instead of a triangle if I remember correctly
You can also drill out the cp3 outlet fitting. I'm not sure how the fuel rails are set up on an lly so I don't know if you can do anything to them or not.
the Dmax has a rectangle instead of a triangle if I remember correctly
You can also drill out the cp3 outlet fitting. I'm not sure how the fuel rails are set up on an lly so I don't know if you can do anything to them or not.
Don't forget tuning is key in this application. Make sure you go over with the tuner for what you want to accomplish. If it were me, i would go with a s366 t4 nongated as it will spool very quickly, and forget anything else. I am sure you will be more than happy for a mild build with that setup, it will be fine in all applications stated. Quite frankly for the money, you cannot beat that turbo!
His motor will last longer than yours will.
Our pistons are breaking alot easier than lb7/lly rods are bending.
intercooler pipes, uppipes, and studs I would forget about for what your looking for. But thats me, It will help you but I just don't think its a need..
Any info on these on the web?
Could you explain the difference between the two? I know nothing about turbos and everyone I talk to says to go with a 366, but I have yet to decide witch one. Thanks, Jamie
The T4 vs T3 is a reference to the size of the "turbin flange" "turbine foot"... Id say the T4 flange is 20-30% bigger than the T3. The difference between the non-gated T4 vs Gated T3 is in the turbine housing design.
The T3 gated housing used standard in the aftermarket was designed for a 65mm S200 turbocharger originally. Castings variations and improvements have been made, but the standard driving characteristics remain the same. Regardless the housing was never designed for a 71 or 73mm turbine wheel. The result is a charger that runs pretty good at low level tuning 450-500 RWHP. However regardless of application, the chargers are lazy with big boy fueling. (Think two stroke 80cc dirtbike) Stab the throttle and you kinda wait for it, wait for it, build some heat, make some smoke, and BAMMM!! Blows the tires off! Obviously this is combated with some tuning, pulling throttle based quantities, just driving with some sense and "feeding" it (takes to long), or driving around it.(guilty...)
The T4 non-gated housing is the housing Borg Warner engineered for the 73mm turbine, end of story. ^^^^^^That rant is non existant with the T4 housing. The downside is that its not gated; so you either plumb an external wastegate or do headstuds.
Two LB7s, exact same tune, LBZ CP3s, stock injectors, stock head bolts.
-T3 Gate S366/73 (Should be familiar)
Max Power: 585/1128
Max EGTs: 1800*
Max Boost: 40 PSI
-T4 Non-Gated
Max Power: 622/1227
Max EGTs: 1500*
Max Boost: 40 PSI
True Story, from the horses mouth.
Caleb
I am going to make you clarify the statement in red , as I greatly disagree , "big boy fuel" bit is silly to me , it is very easy to tune fuel out and any one running an internal gated charger on a big power build..... well thats an who;le other discussion . I disagree with other parts but not enough to get into a pissing match over , we both agree the T-4 S300 holds a big performance advantage over the internal gated , But i disagree that the T-4 spools faster , but I only use HTT internal gated chargers with the stainless housing due to the fact that they made many changes to the turbine housing when the casted it to correct exactly what your referring to .
neither are required with that turbo at the 600 hp level IMOP , but you will likely get others that say its best , none of are wrong just different opinions . The truth is no one can tell you will never loose a head gasket , at 600 hp or stock most trucks will need them done before 200k , some as early as 80k even at stock power .
My drive pressure is nearly 1:1 on my new 72 and my old 68. I'm sure tuning has something to do with it but I was very happy with the 68 and love my 72. Everyone has a different opinion and that's why we ask question!!
