My interest isn't in trying to get the most possible power out of it but rather in widening my power curve. I'm happy with my power levels however my truck is all top end which is absolutely fine because it suits my driving style but was wondering what I could do to improve low end other than a shot of nitrous on a window switch.
Just pickin some brains here, I understand that heat is a killer, and the more heat you make the less potential energy from the fuel is being converted to usable power. Heat created is wasted energy that just requires more energy to convert back to Potential Energy, but if your not pushing either system to their limits but rather helping them complement each other is what I was curious about.

Anyways, thanks for the input, great numbers on your Blue whale Rick!

 

Move the turbo up front Overall power might not increase, but will come on alot sooner. Also a smaller cam might be in your favor. I know Ca sucks and you can't have a front mount, and be smog leagle

 

Yeah there's a lot of ways I can go and smog legalities aren't at the top of my list of concerns either.
Just checking to see what else is out there and hearing from guys who wrench on our "hobbies" daily.

 

He beat me too it. heheh. Actually, your overall power and TQ will increase. A Lot!!!!

Look at it this way Julien, your motor cant breathe right now. Its not allowed too. And when you do put a turbo and housing big enough out back to allow that to happen, you wont see spool time till about 5K+. My turbos kit right about 2500-3K depending on how I load it up. Its pretty much too fast for the street. But does not stop pulling even at 6200rpms.

R

 

aaa, no, that is not true. A positive displacement pump moves air. That is it. A measure, guaranteed amount, all the time, every time. The blower doesn't give a rat’s *** what inlet pressure is, it’s just going to move it. I hate to beat this old horse, but the old Detroit Diesels have done this. I know that application is a bit different, because the blower was made to supply air for the engine to even run. In fact, if a Detroit diesel had only a blower it was thought of as N/A. Now, at some point the turbo may become a small inlet restrictor, but not the blower.
IMHO, still way too many problems with variable geometry turbo's. Plus the still have a TON of lag, or narrow maps.
Sequential turbo would be great, but you would need to bypass one exhaust housing somewhere.

 

Are you guy's going to make your kit smog legal? I think a twin kit would make it because you could run the twin cats. Just a bunch of $$$ and BS to get the carb #.

 

I also dont buy the smaller compressor efficieny arguement. On the Dmaxs there is a twin kit out that uses the stock turbo to supply 20-24#s of boost then the larger turbo supplies an additional 40+, these trucks have lower EGTs by up to 600*s when running the same times only adding the larger twin instead of spinning 45#s out of the stocker and damn near melting it down. My dad used to work for Stewart and Stevenson building their Isuzu(?) hotrod V-6s back in the late 70s early 80s, they dropped a blower and twin turbos on them and doubled their peak output and trippled their average output, now tell me how that twin charger system isnt a good option if money is of no object? Variable geometry turbos are awesome too but still dont provide the low end tq of a blower, my dmax makes 756 rwtq on a tow tune and 35s but it still doesnt have the ***** to spin the tires from a flat foot dig, now by the time I get throught the intersection the turbo has lit off and Im getting sideways but I prefer that neck snapping off-the-line tq thus when I start building another hotrod it will have a blower strapped to it.

With all that said I respect your knowledge and not wanting to do it as you have stated you have your own reasons and obviously they are working for you.

 

It would be such a pain in the *** to do that. I have seen the process, and non of it has anything to do with running clean.

R

 

BTW, why are we comparing diesels to gas motors?

R

 

There are a lot of similarities between gas and diesels, the venerable pt-88 turbo is derived from the detriot diesel. Diesels make more of idle tq then a comparable ci gas motor but boost characteristics are much the same. My comparison of the twin setup was mearly to illustrate that if you use two compressors with entirely different efficiency ranges that big power and good egts/iats are possible despite an "enefficient" compressor in the system. I think the with the new TVS blowers that the gains by adding a turbo on top of it would net minimal gains due to their great efficiency.