Oil Burners turbo kit
- Thread starter Abull78
- Start date
and yes, my idea would be for someone to hit the junkyard and get the hx35 and the downpipe from a 2nd gen.
Here is the parts list i see working the best, stock PSD or small ATS intake hat, hx35 w/ downpipe, "T" the exhaust manifold up the driverside of the tranny, weld on T4 flange, bolt on hx35. oil and oil return is pretty simple to get together.
Clydesdale
Full Access Member
Had no idea the HX was a t4 flange.
dyoung14
Is getting worn out
psd turbos are prtty cheap and easy to find, the thing about them is they have a screwed up pedistal, they one on my stepdads psd spools fast as far as i can tell, it whistles like crazy idle to revlimit sounds almost like a 6.0, we always **** at around 2500 and when it gets around 1800 it kicks you back in the seat and the rpm starts to fly up like a rokcet, thats on a good day, if its a bad day and the truck is missing like usual then it cant get out of its on way, STUPID ELECTRONICS!
82F100SWB
Full Access Member
Unless there's something non stock about your stepdads PSD it really isn't making all that much boost down there, mine and the 2 other stock OBS trucks I'm around on a regular basis really don't start to make boost and pull until around 2500. Yes, straightpiped there's plenty whistle out the exhaust from the turbine even off idle, but it is just that, no real boost is being made. It's very noticeable on mine with the 6637 intake setup, no real compressor noise from the turbo until about 2300 or so, and around the 2500-2550 mark is where the power really comes on.
Personally I'd stay away from a psd turbo just due to the fact that it isn't easily interchangeable with most of the turbos out there.
The Holsets and standard Garret stuff are both nice to work with as different compressors and exhaust housings are easily available for tuning purposes.
Watch the boost guage... In the Cummins world the stock 18.5 CM exhaust housing I'm running on the H1C on my 92 is considered to be a bit on the laggy side... That's a 35 psi guage...
Now compare that to the non gated Banks I had on my 6.9, also a 35 psi guage:
This was before I added more fuel, but, you can tell by the reasonably quick response to 10 psi, followed by the bouncing needle and very slow gain above that, that the turbo is well outside of it's efficiency range.
Personally I'd stay away from a psd turbo just due to the fact that it isn't easily interchangeable with most of the turbos out there.
The Holsets and standard Garret stuff are both nice to work with as different compressors and exhaust housings are easily available for tuning purposes.
You must be registered for see images attach
Watch the boost guage... In the Cummins world the stock 18.5 CM exhaust housing I'm running on the H1C on my 92 is considered to be a bit on the laggy side... That's a 35 psi guage...
Now compare that to the non gated Banks I had on my 6.9, also a 35 psi guage:
You must be registered for see images attach
This was before I added more fuel, but, you can tell by the reasonably quick response to 10 psi, followed by the bouncing needle and very slow gain above that, that the turbo is well outside of it's efficiency range.
ghunt
Full Access Member
Boy I wish I had seen this earlier, there is some bad information going around here.
First and foremost, you guys should not be looking at those Chinese ebay turbos. If it seems too good to be true, it probably is, and granted SOME people have run those turbos with some success but by and large they are junk.
Second, HX35's do NOT have a T4 inlet flange. It is T3 size. HX35, HY35, H1C and WH1C are all T3 flanged. HX40's, H1E, WH1E and larger turbos are T4 flange.
Third, on a water cooled turbo the coolant is entirely separate from any oil. Unless you got a hole through the casting itself, there is NO WAY coolant could get into the oil via a turbo.
And fourth, I have been told that a turbo with a divided turbine housing is very difficult to use an internal wastegate with unless you mount it to a divided up-pipe, bore the wastegate hole through the divider, or machine the divider out completely.
Just my 2 cents.
I personally am starting to think about putting together a 60 trim T3/T4 for my truck since I have so many turbo bits and pieces laying around, including a NIB bearing housing and some T04E parts, and it would go right into the turbine housing already on the truck.
First and foremost, you guys should not be looking at those Chinese ebay turbos. If it seems too good to be true, it probably is, and granted SOME people have run those turbos with some success but by and large they are junk.
Second, HX35's do NOT have a T4 inlet flange. It is T3 size. HX35, HY35, H1C and WH1C are all T3 flanged. HX40's, H1E, WH1E and larger turbos are T4 flange.
Third, on a water cooled turbo the coolant is entirely separate from any oil. Unless you got a hole through the casting itself, there is NO WAY coolant could get into the oil via a turbo.
And fourth, I have been told that a turbo with a divided turbine housing is very difficult to use an internal wastegate with unless you mount it to a divided up-pipe, bore the wastegate hole through the divider, or machine the divider out completely.
Just my 2 cents.
I personally am starting to think about putting together a 60 trim T3/T4 for my truck since I have so many turbo bits and pieces laying around, including a NIB bearing housing and some T04E parts, and it would go right into the turbine housing already on the truck.
FordGuy100
Registered User
Ok someone needs to post pics with detailed descriptions on the HX.
ghunt
Full Access Member
Detailed descriptions of what?
HX35's, HY35's, H1C's and WH1C's are close to the same size but are all just a little bit different. I've found conflicting information, some people say the compressor wheels are different between the HX/HY35 and H1C/WH1C, others say the only difference is that the H1C/WH1C have a v-band clamp holding on the compressor housing where the HX/HY35 have a big snap ring.
H1C's were on the first gen cummins and had the huge nonwastegated turbine housings. HX35's came on second gen 12V's and were all wastegated. HY35's have a smaller turbine housing and came on trucks with automatic transmissions. Apparently WH1C's came on some '94-95 12V trucks and are a wastegated version of the H1C (hence the W).
It's pretty much the same story with the HX40, H1E and WH1E except they're off bigger engines. I had a WH1E last year I believe it was, the wheels on it are roughly the same size as a stock Powerstroke turbo.
HX35's, HY35's, H1C's and WH1C's are close to the same size but are all just a little bit different. I've found conflicting information, some people say the compressor wheels are different between the HX/HY35 and H1C/WH1C, others say the only difference is that the H1C/WH1C have a v-band clamp holding on the compressor housing where the HX/HY35 have a big snap ring.
H1C's were on the first gen cummins and had the huge nonwastegated turbine housings. HX35's came on second gen 12V's and were all wastegated. HY35's have a smaller turbine housing and came on trucks with automatic transmissions. Apparently WH1C's came on some '94-95 12V trucks and are a wastegated version of the H1C (hence the W).
It's pretty much the same story with the HX40, H1E and WH1E except they're off bigger engines. I had a WH1E last year I believe it was, the wheels on it are roughly the same size as a stock Powerstroke turbo.
what ive read is that it will work great for this motor ive been on 3 sites one turbo specific reascherching this
it should spool well about 1600 rpm on up
im leaving the stock 17 psi boost but may upgrade in the future
hx35 or any holset ending in 35 is the same size similar wheels (to a non noticible point)
now the v band clamp well im eliminating that and using an adaptor to run to the reat of the exhaust
the hx35 is clocked different than the ats
its got a larger compressor intake and exhause
exhaust on compressor is a total different mounting style
i have the 2 sitting next to each other so ask away
but i waouldnt put it on a stock ats pedistal
it should spool well about 1600 rpm on up
im leaving the stock 17 psi boost but may upgrade in the future
hx35 or any holset ending in 35 is the same size similar wheels (to a non noticible point)
now the v band clamp well im eliminating that and using an adaptor to run to the reat of the exhaust
the hx35 is clocked different than the ats
its got a larger compressor intake and exhause
exhaust on compressor is a total different mounting style
i have the 2 sitting next to each other so ask away
but i waouldnt put it on a stock ats pedistal
trapper
Boom Boom
Well im going to try it with the psd turbo and see how it goes, like abull said in a post is that's its better to have the boost in the top end rather than most of the bottom end so i figure ill see how that goes
Billyisgr8
Full Access Member
Not all powerstroke turbo's are the same, the earlier ones to 99 have a larger exhaust housing, the later 99+ have a smaller quicker spooking housing, you want the later one.
82F100SWB
Full Access Member
The big difference between a H1C and a HX35 is the H1C doesn't have the MWE slot like the later stuff does. The HX35 has a 56mm inducer compared to the 54 of the intercooled H1C(non I/C is 50mm,) but both are easily upgraded to 58 or 60mm.
The Non I/C H1C has a hose style output like the kits for the IDI's, not a V-Band like pretty much all of the later cummins stuff.
And yes, all of the stuff that comes on the 5.9 Cummins are T3 flange.
There's a bunch of good info about the stock stuff here:
http://www.gillettdiesel.com/turbochargerspartsandupgrades-2.aspx
Unfortunately Holest doesn't do turbo maps for their turbos, so I can't plot stuff out like I did with the garret stuff back in the twin turbos thread.
For the uppipe setup, there's no reason a y-pipe feeding up the drivers side like the non gated banks system won't work, it's too bad that the pedistal/flange for that setup is for a T4, it's a nice simple setup that supports the turbo by the exhaust flange, there are no slip fit connections, and the oil drain is really just a piece of pipe. Turbo orientation is also probably easier to work with than any of the other turbo setups I've seen.
The uppipe clears everything just fine, but I'm sure something much neater and shorter could be built. The Banks setup hangs way down there:
The Non I/C H1C has a hose style output like the kits for the IDI's, not a V-Band like pretty much all of the later cummins stuff.
And yes, all of the stuff that comes on the 5.9 Cummins are T3 flange.
There's a bunch of good info about the stock stuff here:
http://www.gillettdiesel.com/turbochargerspartsandupgrades-2.aspx
Unfortunately Holest doesn't do turbo maps for their turbos, so I can't plot stuff out like I did with the garret stuff back in the twin turbos thread.
For the uppipe setup, there's no reason a y-pipe feeding up the drivers side like the non gated banks system won't work, it's too bad that the pedistal/flange for that setup is for a T4, it's a nice simple setup that supports the turbo by the exhaust flange, there are no slip fit connections, and the oil drain is really just a piece of pipe. Turbo orientation is also probably easier to work with than any of the other turbo setups I've seen.
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The uppipe clears everything just fine, but I'm sure something much neater and shorter could be built. The Banks setup hangs way down there:
You must be registered for see images attach
ghunt
Full Access Member
Well the other big difference there is that '94-97 PSD turbos have a standard T4 mounting flange, whereas the '99+ have some kind of a pipe attachment on the turbo inlet (can't remember if it's V-band or not)
