Cat's BETTER idea for a Turbo. The Asymmetrical Twin Scroll Turbocharger.
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- เผยแพร่เมื่อ 7 ก.ย. 2024
- In this video we show and discuss the Asymmetrical Twin Scroll Turbo and compare it to the standard, compound, and Variable Geometry Turbochargers on the market. Donations on PayPal at AdeptApe@yahoo.com. Thanks for watching.
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CAT should hire you in their technical training Dept.
Your ability to research a topic, provide a real world overview in a highly professional, yet “interesting” manner is unparalleled!
There are 100 more dealer techs just like him they just don’t have a public platform.
This guy is not a Cat employee, he works for a Cat franchise.
No thanks, Dealers pay more lol
@@livingmaga6299 They certainly charge more!
And after all this he has quit the yellow place and works for local loggers and truckers. Shameful how the bigs let talent just float away like this, they should have taken notice and given offers and promotions
There's nothing more satisfying than stumbling on a TH-cam channel that teaches you something you didn't know you wanted to learn about.
Oh, before you ask, you just earned yourself a new sub. Looking forward to more videos!
One of the reasons that design changed, is they wanted the benefits of the twins turbo design for low and high pressure. but only requiring one turbo, which from a manufacturing standpoint is cheaper to produce, and cheaper to replace if needed. and because of space limitations, two turbos take up much more space than a single turbo. all the designs shown basically accomplish the same. thing having both low and high pressure turbo charging. to overcome turbo lag and incorporate the addition an EGR exhaust gas recirculation system. for emission control requirements.
Could this turbo be installed without hooking it up to an EGR?
Nice video. Give credit where it's due - that's a Garrrett turbo, usually developed in conjunction with Cat. The two companies have a lot of history.
I really hoped that using this turbo could help Cat get back into trucks.
Previously I thought about EMD buying Achates Power and putting two-stroke opposed-piston engines in trucks (basically modern 6V92's, 8V92's, and 12V92's).
The truck I run at work is powered with a Detroit DD13, which uses an asymmetric turbo charger. The performance and reliability really seems to be there with it 👌🏻.
🤣🤣 "yo bro, we should put a turbo on this" 🤣🤣
@@tatumcollin5128 Obvious spambot is obvious.
Yet another great video. I love listening to a great mechanic explain stuf I know nothing about, pure joy right there. Thank you, Jim
I wanted to know how Daimler’s asymmetric turbo worked but didn’t know whom to ask. Thank you tons for sharing this.
Cool vid. I’ve done some work on the IH with a VGT on Ford ambulance packages. Worst we found was when the EGR cooler failed and blows coolant slowly through the system it would tend to put a carbon goop on the variable vanes and kill their performance. Cleaning was easy enough, only had to take off exhaust housing on the turbo. Bigger problem was the POS EGR system. Lots of hours to remove and replace components that were going to fail again and again. Never, ever, under any circumstances buy a Ford/IH 6.0 “powerstroke”. They are nothing but trouble!
Trouble and a pile of metal shavings
Absolutely on point here. This is why most powerCHOKE owners delete the EGR on these. Nothing but problems and more complexity for no reason.
One of the many Navistar engines that had issues.
Thank you very much for your great help. I learn a lot in your videos. 8 hours after this video was posted and I see 1 thumb down 👎. I wonder who the hell these TROLLS are. I don't like this kind of people who waste their time just spreading their negativity all over the internet. Keep up the good work! 👍💪🇺🇸 🇲🇽
Thank you Lorenzo. I always tell myself that they tried to click the thumbs up button, but were holding the phone upside down.
@@AdeptApe Wow! I did not think of that. There is a remote possibility. Hahaha 😅😂🤣😀. Thank you once again for your excellent help. I am going to look for the way to support your channel and at least send you a tip for a cup of coffee ☕. 👍
@@AdeptApe There are demented people that just need to hate on things, look at Portland. The thumbs down counts as interaction in the algorithm so it does not hurt your video getting promoted by yt. If they gave you 10,000 thumbs down it would push your video up the line of videos. Stay safe.
I run a twin scroll with a diverter valve on my engine. Basically a similar effect but can put 100% of flow into a single scroll for almost instant boost response. And it's built into a compound setup so it will boost well over stock levels. S475 / S594 with more responsiveness than a tiny wastegate turbo.
Cool, very few moving parts too.
@@AdeptApe I designed it to make 1300hp (capable but stays on the 900 tune when working) and drive every day as my work truck. 3 years on and the only failure I had with the setup is a rubber hose and the wastegate actuator used for the valve😎
detroit, mtu-mercedes MAN all used these for years .... now multiple turbocharger on exhaust flaps or multi stage turbocharging ✌🏻
Pulling a fairly long hill my turbo shaft broke. The turbine side impeller went into my exhaust, with a decent amount of oil. Lots of smoke. It was a older turbo I had on my 3406. Turbo was rebuilt in 2014 when I had my C-15 rebuilt. So it had 480k miles on it since rebuild. No warning noise, just a loud pop, at approximately 1750 rpm. Not full throttle. Just letting it pull the hill in the gear I was in.
I like your videos because you explain where I can follow and they’re not all ‘wordy’ and aggravating.
Cool.
87-88 Mazda RX-7 engines has a similar setup, where one of the scroll inlets was shut off by a vacuum actuated flap door at low speeds to get the turbo going, then opened up later to increase flow. In 89 they ditched it for a simpler, better designed standard twin scroll inlet turbo.
But if they had vgt, then it would have been even better.
@@fastinradfordable the problem is gasoline burns at too high of a temperature to use a vgt without damaging the actuating assembly.
We see a lot of Acert C15 engines with broken rings in heavy haul applications. They sell a platinum kit with “upgraded” rings.
Waiting for your post...thank you
There is also the "Switchblade" turbo that varies the volume and geometry of the turbo housing to reduce turbo lag and reduce black exhaust. See JPaydirt for videos showing how he added switchblade turbos to his old CAT engines for cleaner exhaust and longer oil change intervals.
I actually just posted my VGT video the other day it ended up being the turbo air control valve underneath the air compressor. Pretty simple to diagnose. Thanks for the videos!
I'm currently installing a PDI exhaust manifold and single turbo with tuner on my 2006 Kenworth T800 Cat C13 Acert engine.
I'm tired of the broken exhaust bolts and gaskets (3 times now) due to the weight of the twin turbos.
I hope I've chosen the right path.
Great video my friend, keep em coming :)
When I worked at John Deere. We had 2 different pip updates for the Vgt actuator s. I got really good at changing then without draining the coolant
The 281 and 351 Peterbilts used in DUEL had CAT-1674 twin turbocharged engines, but the 351 handled it better than the 281 whose engine needed maintenance after every chase scene. They did modify the 281's engine to keep up with the Plymouth Valiant they used so that might be why it needed maintenance, but I can't say that was the main reason why the 281 needed engine maintenance when the 351 didn't.
What they need to do next is evac pressures inside the block. Pressure under the pistons are working against the boost pressure. The more blowby your engine has is more pressure under the pistons. The EPA has them restricting the pcv more and more which is the only way to relieve the cc pressures.
This whole video was totally interesting!
The ecm having control over vgts' and twin scroll turbos is great for boost and performance, but the main reason they were implemented is for the egr system. The exhaust system pressure needs to be higher than intake manifold pressure to allow the exhaust gas to overcome intake boost pressure and enter the intake manifold.
Im learning a ton from watching your videos...thanks a million
You know there is a 10% learning fee here?😂
I do enjoy your videos, was a heavy duty mechanic in western Canada for over 20 yrs, then went trucking in 1995. When I stumbled open this video I thought you might say something about the design of the turbo used on the c15( no hyphen) sdp engines. Was the last engine in the last truck I had and the basic engine was a bullet but the turbos were the most hated things I have ever run across. I the five yrs I owned the truck they were replaced 4 times. Three times on warranty and I paid for 1 set. So what do you have to say about Cat using turbos with bearings instead of bushings the way they always were.?
Putting together a ford 2.3T with a T04e turbo from a 6.6 ford diesel. .8 a/r housing is slow to spool so I'm feeding only one inlet on the t4 flange and got an external wastegate to feed the other as initial boost control then another one on the manifold. Figured oems should have came up with this as a ghetto vgt and then this video shows up.
Great video, however when talking about the inlet of the exhaust to the turbo, as area drops so does pressure and velocity goes up. You have your ports mixed up. 👍
Very interesting. May have to watch again to understand it better. Funny as I once drove a Mack Anthem that had a failed (or failing) turbo actuator. Would lose speed power when I turned it on and started moving. Fortunately I was able to get it running enough, after shutting it off, to get it back to get looked at. I found out later that that's what it was. It only had about 125,000 miles on it at the time.
BD Diesel sold something for a while called a "turbo thruster" custom turbo with split scroll housings & a valve that pushed against a spring pod. It defaulted into 1 side of the scrolls but once enough drive pressure was developed, that drive pressure overcame the spring pressure & pushed a valve open that allowed both scrolls to flow. Similar but totally mechanical in operation. I think they were sold for later 7.3s & Cummins applications. I don't remember hearing much about them, largely due to the almost $4K price tag 😳
Super interesting! It is a form of VGT but done differently.
It’s not a form of vgt.
Vgt means variable geometry.
Great Explanation of the balance valve and their newer s400 turbos
Im not a fan of VGT turbos either. However from my understanding with Cummins, installing a replacement VGT turbo, you have to plug a laptop to the truck with a dongle, run Cummins connect, then run a VGT calibration test. Even though the turbos come out of box pre calibrated, it can still trigger an engine derate. Same goes with paccar engines.
Only Paccar has a few more parts slapped on the turbo than Cummins.
2019 and 2020 peterbilt 389's with the paccar engines have 2 sensors mounted on the compressor housing and one in front of the compressor inlet.
These turbos come with nothing but a bunch of wires on them its ridiculous.
I could see more reliability on a VGT turbo if they designed the setup a bit differently, such as
Mechanical pully to adjust the veins mounted to a vacuum pressure based wastegate plunger.
External boost controller.
Now you have a turbo that has no coolant lines running through the VGT actuator to keep temps down.
and you dont have to worry about wires melting together because of the heat a turbo puts out.
That’s weird, I’ve installed turbo actuators on a couple of Cummins and Paccar engines and I’ve never had that happen
Very true about the VGTs. I work at a JD dealer and those turbos are used on the 4.5 liter 4 cylinder and up, and also as the small turbo in a compound system. The thing I find odd though is I don't recall having much trouble turbos on the 13.5 engine.
I have a 13.5 in a 9430 ( still wondering if I should get the EGR deleted if I can find a reputable outfit with non engine damaging reprogramming ) and a couple of years ago in the spring when I took the tractor out of the shed a warning came up and code was thrown and kept on doing that upon startup and turned out to be the turbo actuator. JD tech to the rescue a few thousand later with new actuator, reprogramming and service call as he tested it and figured it was cycling but sticking some along the stroke.
Josh, Speaking to your destruction of the week. I work for a readymix company and we have a bunch of c12 and c13 endines in our older western-star trucks. Those things blow apart like a bomb when they get around 25000 hours on the clock. Management never wants to spring for a rebuild until they blow apart... they'll never learn.
Learning is so entertaining.
Thank you for explaining that system
You young man are a perfect candidate to become a Caterpillar instructor, you would be a great one. I guess in many ways you already are.
I like the destruction of the week i once had a international maxxforce dt 2010 emissions come in for a crank no start diaged needs an inframe for low compression i found all 6 pistons with the top rings broke
All 6 at one time, that is weird. What was the root cause if failure do you have a theory?
@@AdeptApe In usual broken ring is a result of detonation - high load on low RPM.
Or poor fuel.
So what are your thoughts on this vs. the Switchblade turbo? Interested to hear what you think since talking with JPAYDIRT on his compound conversion.
the Single Sequential Turbocharger with a little bit more R&D time could work very well in most turbo diesel applications just like this one.
great video about turbo's. I had a Duramax with a variable geometry turbo....lots of issues.
instead of uti and dropping out, i should have just took this guy's classes.
So it is in essence a vgt system on the sly. Some manufacturers use an engine outlet windflap that sits in the high temperature exhaust and direct the flow more to one port or the other. This being a variation on that theme.
It does the job of a vgt with only one moving part and no coolant lines. Cat just following the K.I.S.S. Principle.
Good vid... Like learning new things on Saturday morning! 👍 Light duty diesel could benefit from these turbos for sure. I'm tired of replacing Cummins 6.7 junk vgt turbos on Ram trucks lol!
It’s not that vgt is bad.
It’s bad how they computer control it.
If you manually controll your turbo actuator.
You see that vgt is so much better.
@@fastinradfordable could be... The way I understand it, If the exhaust brake doesnt get used semi frequently, the shaft gets soot buildup and can no longer move the turbo veins around which is what causes the failure... Most ram truck owners prolly don't bother to learn how to properly use exhaust brake system. I would agree the vgt part isn't bad at all when working properly
Love the informative videos learning all the time thanks mate from down under
Add the Beirut explosion to you destruction of the weeks intro at the second boom!
I had a perfectly running cat c13 in my Pete. But since I live in California, I switched out for a Cummins x15 due to carb😔 I had added the dpf filter so it could keep running for several more years but unfortunately the deadline came last December to where I can’t run the engine anymore and won’t receive the current tags until the vehicle is repowered with a 2010 or newer engine. The mechanic who performed the smoke test to determine which dpf was best suited for the c13 said these engines already burn clean. But since they give off a small amount of black smoke, they now need to be replaced 🤦♂️now I’m looking forward to the problems on these Cummins engines😂
That's so sad, such is California though. Cummins makes a good engine though, hopefully you won't have too many problems. Just paint it Cat yellow in honor.
Trying to get rid of grandfather clauses on vehicle emissions? Of course it's California.
Cummins needs to get on the ball with this because it is a very good developed turbo.
When vgt's came out nobody really liked them due to high maintnence and the unessessary steps it takes to replace them.
A local independent shop made a comment to me the other day about having done some conversions on the C15 MXS and BXS back to a single turbo setup and eliminating the IVA action. I don't know anything beyond that as to what type of turbo they are using and programming but wondered what your thoughts are on it as I assume like anything there is a right and wrong way. His comment was that if I have a turbo pile up, just convert it rather then dump a bunch of $$ into one or two turbos and related steel bellows and other parts.
I think that Mitsubishi had something similar on their small gasoline engines. However I cannot remember what models they came in or what these turbos were called. Its a shame that they weren't S475 turbo sized to be used in racing LS engines.
Cummins does not have actuator problems. Yes, they have cheapened them up with the new X motors, but by and large they are pretty darn reliable. If you service a Cummins the way they should be, every 10,000 to 18,000 miles, or the equivalent hours, perform EGR Tuneups, service the emissions, etc., you can get years out of a VGT turbo, I have. Abuse the motor by following the manufacturers service intervals, and I can see where one has issues. These are EPA motors, they eat soot all day long, that soot goes somewhere, use some commonsense and keep up on the maintenance of the motor and quit abusing it with synthetic oils and extended drains.
Don't have a cat, but currently two garret VNT cars, love the crap out of them. Have to keep your egt up there or they will coke up, not a problem if you know. Little switcheroo on the gear ratios, managed almost, not quite, 90mpg highway loaded down on the bumpstops.
Do you put hot sauce in your fuel tank with every fill to keep the EGT's up? I know it happens to work well when I eat it
@@Rx7man No short trips, treat the accelerator like its a light switch. One tank from Illinois to Louisiana, one stop to sleep for a few hours once across the Mississippi line.
Cool 😎
Second cus First buys the beer
That could get expensive.
@@AdeptApe A man can dream, a man can dream.
Great video man as always I just wanted to say that it's a shame that caterpillar got out of the truck industry because there advancements in technology would have been so far ahead of any other manufacturer at this point we would be in a better position for long living diesel engines in the truck industry
I wish they would have stayed in too, but that is just a fact of the industry.
Cat was wise to stop production of truck engines. because of constantly changing emission control requirements. if the EPA could have made emission control requirements the same across the board like with gasoline engines. Cat could have continued to produce truck engines. and now many of other diesel engine manufacturers. are now having to experience issues trying to meet. the constantly changing emission control requirements. it put a lot of pressure on all the diesel engine manufacturers.
The European diesels get rid of the NOx with the SRC only and have done away with EGR I wish we could do that here. It's crazy to put an engine through that when you're adding more NOx with the DPF burn off behind the engine.
Exhaust Gas Recirculation
dieselnet.com/tech/engine_egr.php
I wish they would just pick one or the other, I think SCR makes more sense since it keeps the engine much simpler and no exhaust soot into the engine.
@@AdeptApe Not to mention that SCR is so much more efficient than EGR.
This is why so many people realise that a lot of these emissions regs are based too much on political motives. IMO, the ideal setup is a Diesel Oxidation Catalyst followed by an SCR system. The DOC cooks any hydrocarbons (unburned and incompletely burned fuel and oil) as well as some of the soot, while the SCR takes care of NOx reduction.
At that point, I think it's perfect. A Diesel engine with a DOC and SCR is already very "clean green" but doesn't have the complicated (and dirty) mess of an EGR system or a DPF and regen system.
Remember that saying? Too much of a good thing can be a bad thing.
Like #16. You were out in the sun today. hahaha
The sun finally returned to this place this week. It was actually yesterday though.
@@AdeptApe Sun?
@@AdeptApe Keep up the entertaining and informative vids. like seeing a little humor fer sure. heh...
VGT turbo . Detroit's with them, at least early ones , worked great til they got miles on them , then the oil control modules and turbo themselves began to add very costly repairs to the maintenance.
VGT's going by the wayside? Can't come soon enough!
Agreed. 55k miles had to replace complete turbo tho vgt had been rebuilt back at 30k miles.
I love my vgt.
It’s worlds better.
Millions of maintenance-free VGT's with well over 150k miles on the road.
I can go physically put my hands on 4 today that have over 200,000 miles with no maintenance.
Many factors weigh in to how reliable or not they are.
@@typrus6377 I agree, we had a wheel loader in the shop recently with twenty-some odd thousand hours on it with it's original vgt. That would equate to over 700,000 miles. The machine has had had nearly no routine care in it's lifetime, but somehow keeps going. But I've also replaced many of them with only a couple thousand hours on them.
@@wesleycooper2647 very fair. Every system has its issues. I've replaced quite a few balance valves on Perkapillars with actuator issues. I've replaced numerous traditional turbos with issues.
Before I was with Cat, I replaced quite a few Cummins Holset VGTs. Mostly for actuator problems. The Garrett and BW ones I've encountered have more issues with soot-fouling from improper operation than mechanical problems.
Different exposure obviously weighs in too
6:45 sounds like a 6.7 cummins $3,850.°° problem
@Adept Ape Hi, I’m having issues with my cat 320d 6.4 acert engine. The code is low fuel pressure on rail. The machine is still working perfect if you keep the engine speed dial on 8 or under. If you select 9 or 10 the engine enter on safe mode and loose power after a couple of minutes. Now It is doing on 8 too and I’m working the machine on 7 but it’s very slow.
I have replaced:
Fuel return valve (fuel rail)
Low pressure pump
2 Inyectors (they had little return)
Flush all fuel lines and filter base.
Any idea if what could be happen?
A lot of people say may be the high pressure pump but it is the only thing I didn’t change. I think the pump is very expensive for keep “guessing” the issue.
All this parts where diagnosed and replaced by a cat technician
Great video! Thanks for the info!
Very interesting Josh thanks for sharing 🇦🇺👍
Thank you Kerry, changed your picture?
Rudolf would've used the term "altitude compensator"
Or "compensation blower"
So are the emissions on the C-15 haul truck engines meeting the emission standards of the road trucks
My c15 its been pretty good. So with that turbo I should get better mpg.
Can never get better mpg than a vgt
We can only hope.
ISX 2350 is pretty damn reliable these days. I've seen 600k on original turbos from about 2015 up
609,000 miles 19,400 hours on original turbo and actuator on 2350.
Thx for sharing this info 🤠
another good cat video. Cat needs to get back in the over the road truck engine business.
I would LOVE to see Cat return to on-highway; that way I wouldn't have to swap in Cat engines after I buy something.
Good video, you should make another, how long has cat been using this? Is it better on some motor over others? The 6nz has been such a great motor should you add this to it, or leave it alone and this is more others? Can it be used in places of twins? bridge motor which as you know runs hot on the exhaust, would this make it run hotter or cooler, maybe the same? Can’t it be added to mechanical cats I’m guessing no so many more questions trying to learn something new, there was a big hype about the switchblade at first too and then after many miles and couple years everyone seem to have realized it was so great.. thanks!
great information thanks mr.josh
This more reminds me of a spool valve on a regular turbo
I can't say with first-hand experience anything about driving the twin turbo C11's & C13's. But all our drivers ABSOLUTELY hate them. The general consensus is the first turbo chokes the second one resulting in no power!
Kinda curious how much stronger the Jake's on my 6nz would be with that style of turbo. Right now with a 78mm Borg Warner I'm making 20psi of boost with the engine brake on which was about the same as the stock turbo. The other fellas I work with have x15's with the vgt turbo and they're pushing 35 to 38psi while Jake braking. My Jake's will only hold me at 25mph or less on a 6% grade meanwhile their x15's are holding them at 60mph. Any info would be great to hear. I was considering going with a switchblade turbo but this seems way more reliable and possibly better engine braking power than stock?
Maybe VGT's wouldn't fail as often if the engines had water-cooled exhaust manifolds.
We have a fleet of trucks that all have Cummins engines in them, those VGT actuators fail ALL. THE. TIME!!!
If it's not a mechanical failure of them then the electronics in them faill.......... CONSTANTLY
It's just not a good mix, with high heat and soot. I think Cummins would be smart to get away from them.
Have you ever tried to move the actuator lever by hand, with the actuator removed ?
It is very stiff, lots of drag.
It’s amazing that the tiny electronic actuator can apply enough force to move it.
@@redmesa2975 Usually when they're very difficult to move it's because they're all carboned up and that leads to the actuator failing, if you try and move the lever on a new turbo you will realize how easy it is to move usually when they get like that we just replace the turbo in the actuator all at once!
Anyway for a person to put the asymmetrical twin turbo on a Cummins ISX15 ?
Great Video. As always...
Imagine if he made a podcast. Unless he has one already 🤦🏻♂️
Another great vedio
Josh, great video, great info!!!!!!!!!!!!!!
Thank you.
They tried that on trucks. It was a joke. Basically a smart waste gate. What's funny is they are going to a vgt on their new 13 liter.
Will these turbos be available for older Cat engines?
Pittsburgh Power has one that you can buy, it's called the Switchblade turbo. Check out Jpaydirts TH-cam channel he put one on his 1969 D-9 Cat and also a 637C Cat scraper and his C-15 Kenworth that originally had the twin turbos. He said the difference in power and mileage is unbelievable.
Looks like a switch blade from blaylock turbo
the vvt turbo is VERY reliable .. if you STOP the soot from going into it! - egr blocker-
Any chance you can include the possible causes of the failure to the destruction of the week.
Thought Cat called EGR, CGI?
Edit. I saw you said CGI was the old term.
Cat ever make a biturbo setup with those asymmetrical turbos?
CGI was the EGR that pulled after the DPF. NRS pulls off the manifold.
Well explained 👌
It's a spool plate
So now with that turbo being put on, any chance of them putting bringing back truck motors again ?
Hi! I’m having a problem with an excavator cat 320D 6.4 acert engine. The code is low fuel pressure on rail. The machine is still running perfect if you keep the engine speed dial in 8 or under. If you select 9 or 10 the engine loose power after a couple of minutes.
Now it is doing in 8 too. I’m working the machine in 7 now but it is very slow.
I have changed:
Fuel Return valve (fuel rail)
Low pressure pump
2 Injectors (they had little return)
Flush all fuel lines and fuel filter base.
Any idea of what’s happening?
Are these new turbochargers reverse compatible with prior generation engines? For example I have a 2008 C7 engine with a turbocharger. Can I put this new kind of turbocharger on that engine? Thank you
Great info!
I'VE BUILT TURBOS UP TO 3K LBS.THAT HAD A STATOR LIKE THE STEAM TURBINES I'VE BUILT...
0:37 is the compressor housing made out of cast iron?
Very cool
Another great video. Speaking of turbos I would like to ask you opinion on my current situation. Yesterday I replaced the oem turbo on my C12 with a Borgwerner recommended by the Pete parts guy. The only significant difference between the two units is the way the waistegate actuator line is connected. The cat of course is “from engine to actuator but the BW is actuator to the turbo housing with no way to connect to the engine. The “solution” (suggested by the Pete parts guy) was to cut the hose on the new turbo, attach it to the line on the engine and plug the hole where it was connected to the housing . It seems to work well but when boost is initiated (besides the normal turbo noise) it makes the sound of a hundred rubber chickens that are being squeezed at the same time. Did I mess up by cutting the hose ? Is attaching to the line on the engine a must? Any input is greatly appreciated. Thanks
I have a C15 that we changed the turbo on and it was the same way yours was; we just plugged the line going to the engine and it seems to be working fine.
Did you plug the open ends?
@@kennedy796 not sure anymore, sold the truck a year ago…
Would this be something that a c7 would benefit from?
What causes broken piston ring