Here's the link you've been waiting for: The blog with the data and results from the STR, Mach 1 (Stealth 64), and Mach 2 (Stealth 67) blog.duramaxtuner.com/blog/5.9l-3rd-gen-cummins-turbo-comparison-stock-modified-str-64mm-and-67mm-turbos
To my knowledge, you guys, banks, and power driven are the only ones putting out any real meaningful info to us diesel performance enthusiasts that wanna keep this form of motor sports alive and well for years to come. Keep it up guys!!
Thanks for the absolute transparency. I enjoy watching Gale Banks, but sometimes find it frustrating when he says all black smoke is wasted fuel. I understand where he's coming from and support the idea of running clean, I hate people "rolling coal", but I'm glad you've shown why it's done in competition. For MOST non-nitrous setups, you will see absolute peak power with significant soot or of the pipe. It's not wasted fuel, they aren't "bad" tuners, there is a time and place for it. It's refreshing to see people in the industry sharing information openly. Can't wait to see the next round of data comparing the bigger charges.
Glad you enjoyed it Ben. It was fun to make. You make a good point on the lambda data. It’s expensive HP but in competition every bit counts. I suspect the low lambda power gains achieved in the 5.9 might be higher than those you’d see in a late model Dmax or engine with better swirl etc. The data are the data - happy to share.
I love this! This is absolutely the kind of thing I would do if I had a dyno! Thanks for sharing real data! Can't wait for access to all of the spreadsheets for this whole project.
@brighamwilde2653 Thank you! You can access all of the graphs and further breakdowns of the information presented here on our blog: blog.duramaxtuner.com/blog/5.9l-3rd-gen-cummins-turbo-comparison-stock-modified-str-64mm-and-67mm-turbos
Makes me really wonder what my 03 had done before i got it. I got it in 2013. Iv put about 140k miles on it. I assumed it must have had a tune before i got it but it was reset to stock. I added a smarty so6, s and b cai, mbrp boost and charge tubes, s and b intake horn, 4 inch downpipe and 4 inch exhaust. I never touched cp3 or injectors all these years. It has a built trans and a shift kit and a 2200 stall converter. It has always flat out performed. Never really had a problem with it, mostly ball joints and tie rods and u joints. I went though rear driveshaft joints every 5-10k miles. Now it has a huge driveshaft with i think 1450 joints. I have always had an edge monitor and the interesting thing is it displayed 34-36 psi peak. It cruises around 24-26 psi on the highway at 70 at 2200 ish rpm. I always assumed it either had a boost fooler or maybe the smarty does modify boost tables. I run level 7 with stock fuel setting 0 torque controls. Based on how it performed i always assumed it made 400-425 wheel hp. Always ran well and iv wondered what exactly its life was before i got the truck.
This is probably one of the best overall comprehensive factual breakdown on what turbos actually translate into insofar as performance goes for the 3rd gen Cummins I have ever come across. Well done. What does this '06 have in terms of intercooler, intake horns and transmission on the truck as tested?
Thanks for the kind review! The truck has a BD intercooler and high flow intake horn. Stock head. Trans has all the billet goodies leftover from its compound (king-of-the-streets) days.
Excellent video Nick! I submitted a ticket with you guys tonight regarding my current tuning. My short-term plan is to purchase an aftermarket turbo from you and have my tunes adjusted accordingly. This video was very detailed and helpful.
Phenomenal video. Enjoyed all of it. This really feeds us data nerds. I have your MM3 tuning and am torn between your STR and Stealth 64 if I have no plans to update the CP3 or move beyond a 30% over injector. I also live near and tow at elevation in the Rocky Mountains, 35" tires, 3.73s, and a built Goerend 48RE
Thanks David! Glad you enjoyed it. My recommendation would lean toward the STR only because the stock pump will never have enough fuel to see its limit and you’re at elevation.
@@nickpriegnitz5895 Could you comment on ball-bearing turbos? 10-12 years ago it seemed like they were the next big thing for drop-in upgraded diesel turbos, but then quickly fizzled out.
@@DavidHerbersgood question. I can only say that when we’ve attempted to go the ball bearing route on new designs the projects were hampered by supply chain issues (4 years ago). My guess is cost/complexity vs return just didn’t make sense for the OEMs. Improvements in nozzle ring design and wheel designs were smarter areas to spend cash.
This data is great and I’m nerding out over it! Would it be possible to do an actual driving and towing test for the different turbos similarly to what you did for the powerstroke vs duramax vs Cummins test videos three years ago. Sure you could do it on the dyno, yet this would be real world. Not an easy feat with swapping setups and doing the testing.
Thank you! It would be possible to do a real world towing test. However, while it likely would be a great video the data from on the road driving inherently has more variables which can be hard to control for.
I appreciate your videos. I probably never have one of the newer common rail trucks . They certainly run good . Thanks for the advice . When i worked at a power plant there was measurement called opacity i think across the stack . I had some learning experience trying to get the smoke dialed out especially when i went from a automatic to a 6 speed in my old truck
Nick, Great info, this is extremely helpful Do you guys sell the waste gate for the stock turbo, or do you require us to buy the turbo with the modified waste gate>
I love this data information I just wish there was more on compounding different turbo with different turbo Data mismatching different terribles together and seeing how hard the turbo works and how efficient each turbo pulls up
Great video Nick! Looking forward to seeing the Improved vs. STR vs. 64mm vs. 67mm! I think the 64mm is really the sweet spot for towing with a 4.10 Rear Gear on these trucks.
The STR and the 64 are difficult to distinguish between - seat of the pants towing. I would agree certainly if you have stockish sized tires or the deeper 410 gear, the 64’s a great fit. Just put the finishing touches on the corresponding blog article today. I think it will be published early next week and then we’ll follow up with some more video discussion for those who’d rather listen than read :)
@@nickpriegnitz5895 Yeah, 235/80R17 Dually on 4.10s has us towing at 1800-2100 RPM and on the back-end of the torque peak for a stock turbo. Essentially pushing hot air under any sort of load and nearing the choke line of the compressor map during a downshift, which spikes EGTs extremely quickly. The 64mm should land better here for folks with a similar factory tire size set up for towing. Banks Economizer (California Truck) and all the reliability mods made this thing a beast, but now it's time for a GearVendor and built transmission to let it work efficiently. Hoping to nail down a 13+mpg tow package.
Any thoughts on another shootout? Stainless diesel is becoming a big name here lately. Would love to see the stealth 64, stealth 67 vs their 60/64, and their 67.
We have plans to run a few follow up tests in April on some new parts conceived out of these data sets. No plans to run anything from Stainless at this time. Tell Johnny you want to see me test one and see what he says.
@eliastillery8137 By "plugging the turbo" I assume you mean using a compressor housing plug to plug the now open actuator port (after removing the electronic actuator). This alone would not result in any performance increase and may actually hurt your performance. The "Compressor Housing Actuator Plug" is made so that you can adapt a newer "Electronically Actuated" turbo compressor cover/housing on to an older "Mechanically Actuated" turbo. This would result in a slight performance gain thanks to the free'er flowing compressor housing of the "Electronically Actuated" Turbo.
The STRs large turbine section and smallish comp wheel would be a great match for that setup, I'd go as far as to say ideal. You may even consider a 1.32 on the S400 because you simply don't need that much help from the big guy.
@@85ZERO17 The injector and pump (when tuned well) have very little impact on the results. They need only be sized large enough to reach all the turbo limits easily and run smoothly.
![[MV] A leap of faith...ความเชื่อใจครั้งสุดท้าย (From "Petrichor the series")](http://i.ytimg.com/vi/U1piZH2CNXA/mqdefault.jpg)
Here's the link you've been waiting for: The blog with the data and results from the STR, Mach 1 (Stealth 64), and Mach 2 (Stealth 67)
blog.duramaxtuner.com/blog/5.9l-3rd-gen-cummins-turbo-comparison-stock-modified-str-64mm-and-67mm-turbos
To my knowledge, you guys, banks, and power driven are the only ones putting out any real meaningful info to us diesel performance enthusiasts that wanna keep this form of motor sports alive and well for years to come. Keep it up guys!!
Thank you for the kind words. We certainly will.
Nick and the Calibrated power team taking it to another level.
Thanks! Always glad to be able to provide this kind of data to our customers @johnnystanley4469
Thanks for the absolute transparency. I enjoy watching Gale Banks, but sometimes find it frustrating when he says all black smoke is wasted fuel. I understand where he's coming from and support the idea of running clean, I hate people "rolling coal", but I'm glad you've shown why it's done in competition. For MOST non-nitrous setups, you will see absolute peak power with significant soot or of the pipe. It's not wasted fuel, they aren't "bad" tuners, there is a time and place for it. It's refreshing to see people in the industry sharing information openly.
Can't wait to see the next round of data comparing the bigger charges.
Glad you enjoyed it Ben. It was fun to make. You make a good point on the lambda data. It’s expensive HP but in competition every bit counts. I suspect the low lambda power gains achieved in the 5.9 might be higher than those you’d see in a late model Dmax or engine with better swirl etc. The data are the data - happy to share.
I love this! This is absolutely the kind of thing I would do if I had a dyno! Thanks for sharing real data! Can't wait for access to all of the spreadsheets for this whole project.
@brighamwilde2653 Thank you! You can access all of the graphs and further breakdowns of the information presented here on our blog: blog.duramaxtuner.com/blog/5.9l-3rd-gen-cummins-turbo-comparison-stock-modified-str-64mm-and-67mm-turbos
This was great, very insightful. Thanks for putting this one together gentlemen.
Glad you enjoyed it!
How does this video not have millions of views it definitely deserves it!
My editor tells me it doesn't have enough exploding supercars
2024 starting off with a banger. Loved this
Makes me really wonder what my 03 had done before i got it.
I got it in 2013. Iv put about 140k miles on it. I assumed it must have had a tune before i got it but it was reset to stock. I added a smarty so6, s and b cai, mbrp boost and charge tubes, s and b intake horn, 4 inch downpipe and 4 inch exhaust. I never touched cp3 or injectors all these years. It has a built trans and a shift kit and a 2200 stall converter.
It has always flat out performed. Never really had a problem with it, mostly ball joints and tie rods and u joints. I went though rear driveshaft joints every 5-10k miles. Now it has a huge driveshaft with i think 1450 joints.
I have always had an edge monitor and the interesting thing is it displayed 34-36 psi peak. It cruises around 24-26 psi on the highway at 70 at 2200 ish rpm.
I always assumed it either had a boost fooler or maybe the smarty does modify boost tables. I run level 7 with stock fuel setting 0 torque controls.
Based on how it performed i always assumed it made 400-425 wheel hp.
Always ran well and iv wondered what exactly its life was before i got the truck.
This is fun and very useful stuff.
Thanks for the hard work and tedious details
Our pleasure!
This is probably one of the best overall comprehensive factual breakdown on what turbos actually translate into insofar as performance goes for the 3rd gen Cummins I have ever come across. Well done.
What does this '06 have in terms of intercooler, intake horns and transmission on the truck as tested?
Thanks for the kind review! The truck has a BD intercooler and high flow intake horn. Stock head. Trans has all the billet goodies leftover from its compound (king-of-the-streets) days.
Great video guys, I absolutely love all the info!
Excellent video Nick! I submitted a ticket with you guys tonight regarding my current tuning. My short-term plan is to purchase an aftermarket turbo from you and have my tunes adjusted accordingly. This video was very detailed and helpful.
@patgrantlandjr.8302 Awesome! Glad to be able to help.
Durmax Tuner, Banks Power, WC Fab et al. Engineering & Manufacturing in America is doing just fine.
So impressed with your dedication in testing!! And SO fun to reap these benefits 😂
Thanks Bruce. It's what I enjoy most about this business. I'm glad to resonate with my people on it.
Thanks, Bruce.
This really helped me decide what's a good turbo for a towing truck thank you
@nawzy202 Glad it helped!
Love to see the str vs pdd aggressor 60/67
Phenomenal video. Enjoyed all of it. This really feeds us data nerds. I have your MM3 tuning and am torn between your STR and Stealth 64 if I have no plans to update the CP3 or move beyond a 30% over injector. I also live near and tow at elevation in the Rocky Mountains, 35" tires, 3.73s, and a built Goerend 48RE
Thanks David! Glad you enjoyed it. My recommendation would lean toward the STR only because the stock pump will never have enough fuel to see its limit and you’re at elevation.
@@nickpriegnitz5895 Could you comment on ball-bearing turbos? 10-12 years ago it seemed like they were the next big thing for drop-in upgraded diesel turbos, but then quickly fizzled out.
@@DavidHerbersgood question. I can only say that when we’ve attempted to go the ball bearing route on new designs the projects were hampered by supply chain issues (4 years ago). My guess is cost/complexity vs return just didn’t make sense for the OEMs. Improvements in nozzle ring design and wheel designs were smarter areas to spend cash.
awesome information right here!
Glad it was helpful!
This data is great and I’m nerding out over it! Would it be possible to do an actual driving and towing test for the different turbos similarly to what you did for the powerstroke vs duramax vs Cummins test videos three years ago. Sure you could do it on the dyno, yet this would be real world. Not an easy feat with swapping setups and doing the testing.
Thank you! It would be possible to do a real world towing test. However, while it likely would be a great video the data from on the road driving inherently has more variables which can be hard to control for.
I appreciate your videos. I probably never have one of the newer common rail trucks . They certainly run good . Thanks for the advice . When i worked at a power plant there was measurement called opacity i think across the stack . I had some learning experience trying to get the smoke dialed out especially when i went from a automatic to a 6 speed in my old truck
Awesome! @jimkillen1065 Glad you found the information helpful!
Nick, Great info, this is extremely helpful Do you guys sell the waste gate for the stock turbo, or do you require us to buy the turbo with the modified waste gate>
I love this data information I just wish there was more on compounding different turbo with different turbo Data mismatching different terribles together and seeing how hard the turbo works and how efficient each turbo pulls up
You’re requesting to add an exponent to the amount of data :). I wish I had the time and free cash to run those test too.
Great video Nick! Looking forward to seeing the Improved vs. STR vs. 64mm vs. 67mm! I think the 64mm is really the sweet spot for towing with a 4.10 Rear Gear on these trucks.
The STR and the 64 are difficult to distinguish between - seat of the pants towing. I would agree certainly if you have stockish sized tires or the deeper 410 gear, the 64’s a great fit.
Just put the finishing touches on the corresponding blog article today. I think it will be published early next week and then we’ll follow up with some more video discussion for those who’d rather listen than read :)
@@nickpriegnitz5895 Yeah, 235/80R17 Dually on 4.10s has us towing at 1800-2100 RPM and on the back-end of the torque peak for a stock turbo. Essentially pushing hot air under any sort of load and nearing the choke line of the compressor map during a downshift, which spikes EGTs extremely quickly.
The 64mm should land better here for folks with a similar factory tire size set up for towing.
Banks Economizer (California Truck) and all the reliability mods made this thing a beast, but now it's time for a GearVendor and built transmission to let it work efficiently. Hoping to nail down a 13+mpg tow package.
I'd love to see this done on compounds
On the spool up test, was the tuning/fueling the same for all 3 turbos?
Yes, it was
Any thoughts on another shootout? Stainless diesel is becoming a big name here lately. Would love to see the stealth 64, stealth 67 vs their 60/64, and their 67.
We have plans to run a few follow up tests in April on some new parts conceived out of these data sets. No plans to run anything from Stainless at this time. Tell Johnny you want to see me test one and see what he says.
@StainlessDieselRacing what do you think? I see you offer the 12cm twin scroll option now too!
What type of wide band sensor are you using on your diesel tests?
My compound turbo 12v making 70+ psi at 3000rpm is allegedly making 550hp. How is your 24v making 600 at 42psi?
The common rail trucks have an advantage in combustion efficiency over a 12v, also do you know you what lambda you’re running?
Boost is also just a measurement of resistance, A 24 v head outflows a 12v head
Is plugging turbo and removing the solenoid a reasonable idea?
@eliastillery8137 By "plugging the turbo" I assume you mean using a compressor housing plug to plug the now open actuator port (after removing the electronic actuator). This alone would not result in any performance increase and may actually hurt your performance. The "Compressor Housing Actuator Plug" is made so that you can adapt a newer "Electronically Actuated" turbo compressor cover/housing on to an older "Mechanically Actuated" turbo. This would result in a slight performance gain thanks to the free'er flowing compressor housing of the "Electronically Actuated" Turbo.
How would the STR charger pair with the WCfab compound setup with the S475/1.15. Plenty of fuel available.
The STRs large turbine section and smallish comp wheel would be a great match for that setup, I'd go as far as to say ideal. You may even consider a 1.32 on the S400 because you simply don't need that much help from the big guy.
I have a steath towing turbo for my H.O. 2nd gen 24v vp44 truck. How similar or not would these numbers be to my 5.9 set up?
Very very similar
Fuel specs?
250% injectors and a 14mm - both by Exergy.
WOW
WHY NOT CHOOSE TO USE A MORE RELATABLE PLATFORM TO WHAT THE CONSUMER POTENTIALLY BUYING THIS TURBO WOULD HAVE
@@85ZERO17 The injector and pump (when tuned well) have very little impact on the results. They need only be sized large enough to reach all the turbo limits easily and run smoothly.
GREAT information!
Glad it was helpful!