If you would have bought a Magnacharger (running 7-8psi) and not your Procharger (running 12+ PSI on a stock motor) you spoke so highly about, you wouldnt have a brand new '06 truck in the shop with a blown motor. Not talking trash, but what were you expecting running that kind of boost on a stock 5.3?

 

[QUOTE=Blown06] Just went out and bought a cummins so I would have something to drive. QUOTE]

Holy crap man!!! Way to role with the punches I guess.

 

what was ur set up?????

 

haha..... I fell your pain I've fried #7 cyl. twice with Procharger. But that was because of a poor tune, I have a 6.0L I'm about to build and stuff in there and I'm going to crank the Boost up and let that Procharger scream.

 

BTW, anyone that gets all their stuff installed and is on first name basis with the people from MTI are able to roll with the punches.. ha ha. will a supercharger with 12psi put as much strain ont he motor as a turbo with 12psi? just wondering since yall are talkin about that being a lot of boost and leaning #7 but this doesnt seem to happen with the turbo people running 20psi. sorry for the

 

I think 20 is reaching the high side for people on here even if they have forged internals.. I think the main thing is the tune..I dont see why boost from a supercharger or turbo would be too different on the engine, I think some just get luckier than others.

 

The SC works on rpm. The faster the engine turns the more boost it puts out no matter what is called for to get the job done. Once the by-pass valve is closed you get what it has at a specific rpm.

A turbo is more load oriented and spins faster the more the load on the engine calls for it. The boost is more variable depending on operating conditions and load on the engine. That may make the turbo a little more forgiving.

A poor tune on either system will lean out #7 first and might lead to a burnt piston. I think that there have been lots of turbocharged engine failures as well. It is just too easy to turn up the boost.

 

Any way to avoid smoking #7 piston?? I've heard so much about this, is there a real fix besides just a great tune.
A great tune is a must of course, but what is the issue with the #7 cylinder compared to the rest, and why is it so suseptible to getting burnt?
Is it the flow of the intake manifold,injector postion, what is it?

 

its the long or weird fuel runner, it rarely gets enough fuel under high HP and boosted applications. i dont know of anyway to fix it except maybe a new fuel runner but i dont know if that would help either

 

I have always heard it was the intake. Air getting packed to the back of the manifold causing the lean condition. That is why the Victor Jr. manifold is on the radar for me. When Allen did my tune, he left the AF on the WB around 10.9 to make sure that #7 wasn't much leaner than 11.2 AF