I wanted to give you guys a little idea on the how well these work on a slow spooling cummins. I really would enjoy seeing these put on a PS I think the performance would be second to none. BoostVideos008.mp4 video by jdwop - Photobucket
That truck is absolutly retarded. I doubt the TQ was even locked during a few test drives I was on it would instantly blow the tires off with it locked.
Your truck seems to run good, and if you can leave it to the mat like that without exceeding your EGT comfort zone then I know it pulls like a train.
But I don't know that paralleling the first stage is really gaining anything in spool though. Or at least I can't conceptually figure out how.
Maybe someone could explain it to me?
As far as 7.3's go, I have yet to see anything that would lead me to believe that spoolup would ever be of any concern on even a large compound setup, sans paralleled first stage.
The hills by my house are 8%+ and not too long ago I had a 426 backhoe on the gooseneck behind my truck which probably put me around 28,000lbs gross. There's one really bad spot where approaching an 8+% grade you have to be running sub 45mph at the bottom because of a sharp turn. I was interested to see if I would have to downshift to second being that heavy, but was surprised to see the truck shoot right up to regulated pressure (70psig) at 1600 rpm.
So I guess I just think that if an 88mm first stage can snap to attention like that, where is the potential gain from paralleling, and conceptually why would two chargers even be expected to come up quicker? I always just assumed that the reasons for paralleling the first stage had to do with charger cost and size issues associated with too large a first stage at which point paralleling makes more sense.
As far as EGT's I have a stock IC and they will come to a stop and hold at 1200 to 1280ish on the floor. This is on aggresive programing. I want to put a aftermarket IC just for giggles ya know. When it comes to paralleling and spool the performance comes from how well the chargers are staged. There are a lot of variables that effect how good a compound setup can perform. Obviously the biggest advantage to the *** trips is how well they perform in all aspects of what we want a diesel truck to do. They support big hp, tow, spool, at I what I believe is the highest level.
If you are ever out here Charles or we are together somewhere we can talk and hopefully get you a ride.
I kid, I kid. Cryo should reduce friction, but at the end of the day there's a reason that OTR tractors running the same power output have transmissions and axles that make our sh*t look like it came out of a powerwheels.
Besides, I try not to tow heavy on the interstate with the 250 anymore anyway. Might as well put the 550 to good use.
I gave up on "fixing" the issue when I realized the trans, differential, u-joints and T-case were all getting fried. The fluid in everything was scorched and the u-joints were done in a matter of hours. Like, install brand new u-joints, drive 2.5 hours and squeak on in to the house. Upon dissasembly the brand new joints always had the needles buried into the trunions. It wasn't even an issue of sup-par service life. There was no service life. It's simply too much power for a light diesel chassis. Think about the rated power for most OTR tractors and it's clear why I was having those problems. Same power, but with driveline that looks like it came out of an erector set box comparatively.
I haven't scorched the fluid in years by just slowing up a bit and just using the power on the hills instead of staying in it all the time. It's amazing what happens between 75mph and 65mph. On the one hand everything goes to sh*t, on the other everything's fine forever it seems.
Now with the 550 I'm gonna try just rocking out again and see if it can take it. I'll be keeping a close eye on the trans fluid color.
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