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Add to this comment of mine. People need to do math backwards! 1. Set your power goal 2. how much mass airflow(in LB/min) 3. What rpm, pressure and IAT I need to make that much of mass air flow with chosen engine. 4. Get your compressor maps out and look where your turbos are most efficient (in regards to PR) 5. If you're Not cooling the interstage small turbo needs to be flowing more than half of the LP stage. 6. If you are using the interstage cooling you can have HP turbo with half or even less flow than LP turbo. 7. Choose turbochargers that should stay within 80% of their maximum mass flow. 8. Don't be suprised how big turbos you really need for LP stage. 😅

@@------country-boy------- absorbed work to drive the compressor 👍

@@88NX250 the modded 351’s work extremely well on the 6.7’s up too- the compressor limit. The 6.7 just runs through the equation faster. But depending upon your goals and main intended use they can be amazing to drive on. I do 1~ a month ish for a 6.7 when the criteria is matching with the owners goals.

@@taylorbohach5386 yes but I don’t really want to do it publicly. I promise it’s not a trick. Dm me on Insta : savage Fabrication or fb Bradley carter. Or text my cell 2094844227. And I can give you my data/ Setup on those. You are correct in that their is no call out for it in the manuals. If the retaining ring is easy to spin, replace it with one that fits with more tension. The retaining rings are not designed to spin, and it will either remove itself or weld itself to the bearing journal if it does.

@@elroyelblander6277 not really~ it is pretty standard on a oem injector on a p7100 to net best mpg’s around 16-17* but once you change the injector due to all the differences between manufacturers it gets kinda tough to simply state a “this is best” answer. Pair that with different spill port closing settings on the pump depending upon its re calibration and it’s different yet again. 😬😬 it really is just messing with it to find that happy medium zone

@@savagefabrication795 👍👍👊

@@davidcole3927 a fair amount of the things I’ve learned was from them sharing it with me. So just passing it on :)

@@ScottMay-w6u it’s wild how good they work. I hope it’s continuing to be a blast to drive 💪

@@jasonbowen7566 85% supporting cp3 (I can’t remember the size, I think this was the 66/74/9, I don’t believe it was the 66/68(been some time) and as of current I’ve changed the charger design three times working on figuring out what the 74 turbine is looking for in terms of it’s efficiency :). Always learning. Super nice truck owner to work with.

@@bcbloc02 makes sense to me feller 👍👍....the only thing that I knew prior,was that an engine with more displacement can produce the same amount of horsepower with less boost than an engine with less cubes ..

@@elroyelblander6277 it is not a lie to say that it is a “restriction” but it’s also not a helpful statement either. Due to it being a gas and not a liquid. A better term would be it’s a measure of atmosphere modification over the base atmosphere available.

@@savagefabrication795 👍👍👍👍... it's a whole lot of science I think 🤔..🤣🤣🤣...👊

@@jean786 I don’t think percentages are probably a good way to do it due to scaling. The main goal is to (and it kinda goes against one another) but the atmo needs to be as large as possible on the turbine side to set the system up so the pressure drop through the manifold turbo turbine housing is as great as possible. This is known as the expansion ratio and is important for both mass flow rate aswell as work done to the turbine wheel. But as small as is possible so that the system is responsive and hits target pr as quickly as is realistic then maintains it through the rpm band. This is also mani charger dependent but as of late either through housing size or waste gating the atmo charger and adjusting it’s pr to change the speed of the manifold charger to a better location has been yielding extremely awesome results.

You could. It is just the compound triple charger setup flipped on its head, :) Instead of twin atmo’s you have twin high pressures. All the same principles apply.

It is a 60/67/6cm I built for it to try and band aid putting too big a a cylinder head on it lol.

I agree :)

Thank ya for figuring that one out. I figured i had it incorrect lol. Still pretty insane though to think about compared to other fuel/combustion types.

Thank ya :)

Agreed. Works backwards for them aswell for better mpg’s lol

I never thought about that, I’ve read about it for aircraft and just never put two and two together for a auto engine haha. Very neat.

I have heard the same thing from many about the vibrations.

claims are the fluidampr helps a bunch, more so on the 4 vs 6 cylinder

@@Volksguy1970 4 cyl aren't balanced like a 6 because of the firing sequence...but anyway,fluid damper may help, otherwise alot of 4cyls employ an actual gear driven crank balancer assembly of some sort,...2 shaft's running on each side,or there about, of the crankshaft... Some blocks have supports,or whatever,cast right into the block for the balancer shaft's.. even on the related 6 cyl block..cummins would incorporate an entire assembly that bolted to the bottom of the block for the 4bt..series 50 Detroit uses something like that too...but anyway, sorry for the ramble 👊

So what size compressor and inducer injector size for 250hp on a 4bt ? 😁

My cell is 2094844227 if you need any of the dyno graphs or sheets, etc… 💪 I have collected quite a bit on this dyno due to doing events and what not :)

@@savagefabrication795 ten four... Thanks feller 👍👍👍👊

I find it to be a lot of fun lol. You get curious when power outputs are always all over the place so that leads to questions and hopefully the questions lead to answers

I could see that. Most their marketing and testing looks to be mainly 6.7 focused. I have a little bit of background in what goes into making housings and depending on their moq they had at the time I just wonder if they are kinda stuck with a bunch of them, vs I think I and Brian b agree the housing geometry as it sits is a little off what may be ideal. I call them accel/ decell zones and regardless of the name you want the foot to housing to be the only decell region with the nozzle feed to the turbine wheel to be the only accel region. And it appears to have at least two acceleration locations due to the mold design. Brian is cutting/welding on one it sounds like so it would be cool too see if smoothing that out and possibly reducing the housing volume gets it to play a little more on the 5.9’s

I was guilty of that for a long time lol.

Haha agreed 😎

It makes cylinder heads make a lot more sense also :)

Just practice it on paper and it gets easier haha

Haha I am glad there are more people out there doing it from a the performance side then just the oe’s

I was going to open it up after testing to see if there was anywhere to maybe fill in or remove to possibly get them to play nice

@@savagefabrication795 I have already been grinding and welding on this one to see if I can’t make it a lot better. The idea is great but the execution not so much. They may have cfd but it is a crazy version based on what I see.

@@bcbloc02 I wouldn’t be super surprised if it had very close relations to the oem s300 vgt

Haha it does! When I saw that I was like well that’s a cross sectional area problem if I’ve ever seen one lol.

I imagine it probably helps with the amount of tuning and time you also put into it. But without that experience maybe for the average owner simply making them spool faster with a housing size drop seems to work well

On the vgt it’s just what I have been told by owners. As I have no on hand experience with them the normal conversation is they are alright out of the hole, a flat mid range, and great top end.

Do you have a VGT on your white truck?...

@@elroyelblander6277 I did for awhile. It currently is off for modifications.