thank you for all this info. im running an STR on a 16 2500 and also running a stealth 64 on a 16 3500 HO . its nice to know what i should expect out of each truck and how set my goals for each truck.
WoW ! this is such a great video. We'd love to see this kind of analysis on a twin turbo setup. Thank you for your insanely awesome work and this throughout explanation !
You know it's not a banks video because this shows egt and horsepower numbers on an actual engine and not just air flow measurements on one part of a product they're trying to sell you
great video! can you put a higher fuel pressure switch on the rail with a stock turbo and with a fass fuel pump & tuning ? thank you for the in-depth class!
Thanks Bobby, I believe your method of adding FRP to the stock turbo may improve the efficiency/cooling/lambda of the stock turbo slightly and the STR even more so but we we did not go back to test.
This was really interesting. I enjoy learning about the systematic approach to making more power. Find the limits of a hard part or tuning, make changes then find the next limit. I’ve heard shortening injection duration is usually better but is there an ideal range of where you like to see it assuming you can size the injector to suit a specific power goal? I imagine as with most things there’s a point of diminishing return.
10:20 Any decent tuner will respect shaft speed on the turbo. The bearings have limits. Especially limits on the life of the bearings. Guys if your tuner does not monitor shaft speed be careful. They will adjust the veins on the turbo trying to chase boost pressure for higher horsepower.
Have a 16 with your SOTF tunes. Would the STR be a good choice for mainly daily driving with long highway trips, for efficiency? Also running a Banks Monster Ram Intake.
The STR outperforms the stock turbo in most performance and efficiency metrics when loaded (making power). While unloaded at highway speed you wont notice any difference between it and the stock turbo. I recently swapped this turbo onto my '22 and went from 455/510HP (Mustang/Dynojet) to 525/585 (Mustang/Dynojet) without any other changes. That's a 15% bump in power - same as we saw on the engine dyno.
Any plans to obtain a carb e.o. for the STR? I know it must cost an arm & a leg to get one but otherwise we are limited here in Commiefornia! I have ways to get one but it would be nice to do it legitimately.
STR for LLY-LMM? I'm in that weird Build or Buy era. 06 LBZ (vin 2) 142K miles. fully stock. I want more sustained power and less heat under load when pulling grades in 100F heat going from 900 to 3500 ft. I also travel up to Flagstaff, and sometime Colorado. so basically, everywhere in US elevation wise. I would like to get to +100 wheel, but I'm more looking for drivability vs a "xxxhp truck". I know tuning is a HUGE part for these dinosaurs, but the truck gets pretty cranky running 2800+ to hold speed on these grades. it will do it and never actually overheats (230-241 at top). but it's clear oil temps are driving coolant temps when sustained at that RPM at WOT for 7-8 minutes. oil temps would be from the squirters saving the pistons from EGT. (I'm told). The stack was disassembled and cleaned, upgraded to Kodiak clutch that dropped 15 ECT. could throw a rad at it. but I think its EGT mainly from trying to hold peak HP on stock turbo, combined with high ambient. that's why I am thinking turbo. it SHOULD let me climb up a gear and drop RPM from the extra power. thoughts?
Cordell, It sounds like you’re on top of your game. We are putting parts together and testing recipes for the VVT and LMLSTR package. I am optimistic that what we finalize will absolutely meet your expectations for controlling EGT’s’s while towing with that extra power. You’ve clearly done your research and know the critical importance of cooling your oil. Like you said, it’s the only thing keeping those pistons cool and protecting the turbocharger. I wish I could offer you an oil cooling solution but at this time I have nothing to offer aside from encouragement. Godspeed!
I’ve got a question and I hope you may be able to help with this I have a 2008 GMC Sierra 2500 deleted and tuned with 177k miles and my engine light turned on and it said to change the fuel filter so I did and then about 500 miles later the same issue happened and it reduces engine power, I have a code reader and the code is “P0087 Fuel Rail/System Pressure - Too Low Bank 1” if you have any advice please help!
I have a question for you. I’m running a 2014 ram Cummins with the EzLink system on the truck. I am getting my EGT readings from the EzLink monitor. I do not have a hard gauge going directly to the exhaust manifold. It’s all done off of the EzLink. My question is how accurate is this reading and where/how is it getting this reading?
@dd5744 Your EZ Lynk device is most likely reading your pre-DPF exhaust temperature. The 4th Gen Cummins has a series of EGT sensors in the emissions systems and your EZ Lynk is getting the reading from one of them. However, when you hear someone say "You don't want to run over 1,300ºF EGTs" they are referring to exhaust manifold exhaust gas temperatures. To get these readings you would need to install an aftermarket EGT probe into your exhaust manifold and use a gauge display like the EDGE Insight CTS3 to display it. If you would like any more information on these products feel free to give us a call at (815)-568-7920 Ext. 2123!
Got a Question...What's your thoughts on Water Methanol injection? Looked thru videos and didn't see anything about it..I seen Banks had a video about it but that was many yrs ago. Thanks
Methanol injection can be a very effective way of efficiently adding fuel to an injector-limited engine (like we had here). It typically has a significant cooling effect on the air-charge and EGT's as well. My biggest frustration with H20/Meth kits is their relative poor integration with engine management systems and their lack of long term reliability over years of hard use. None of these problems would be impossible to overcome with good design and maintenance (I just rarely see it).
That's an interesting question. I don't think we have had the pleasure of working with a Cummins 5500 with compounds. The ATS kit might be a good jumping off point if you have to have compounds. Otherwise we have recorded really good results with just running the STR.
Master class! Amazing information. Thanks Nick!!!
Glad you liked it!
Great job. We really appreciate the work that went into this. Invaluable data for these turbos. Thanks!
Glad you liked it!
Nick and Calibrated Power playing chess while most of the field is playing checkers.
thank you for all this info. im running an STR on a 16 2500 and also running a stealth 64 on a 16 3500 HO . its nice to know what i should expect out of each truck and how set my goals for each truck.
Dude thank you so much for this!!! Thank you for talking about rail pressure too!
👍
Very well explained. Something to think about in the future
Thanks for watching.
WoW ! this is such a great video. We'd love to see this kind of analysis on a twin turbo setup. Thank you for your insanely awesome work and this throughout explanation !
Thanks Cogneur, appreciate the support. My aim is bring a bunch of these for each engine model as time allows.
So much info it feels dirty, great work! May have to get a 64 for my 21 model!
Let us know if you have any questions!
You know it's not a banks video because this shows egt and horsepower numbers on an actual engine and not just air flow measurements on one part of a product they're trying to sell you
We try to provide all of the data.
great video! can you put a higher fuel pressure switch on the rail with a stock turbo and with a fass fuel pump & tuning ? thank you for the in-depth class!
Thanks Bobby, I believe your method of adding FRP to the stock turbo may improve the efficiency/cooling/lambda of the stock turbo slightly and the STR even more so but we we did not go back to test.
Nice deep dive.
Thanks!
Id love to review this spreadsheet without having to screenshot the video, any chsnce you guys have it linked somewhere?
When is the mach 2 or maybe even bigger coming?
This was really interesting. I enjoy learning about the systematic approach to making more power. Find the limits of a hard part or tuning, make changes then find the next limit.
I’ve heard shortening injection duration is usually better but is there an ideal range of where you like to see it assuming you can size the injector to suit a specific power goal? I imagine as with most things there’s a point of diminishing return.
We don't have a specific duration across all platforms. In general, the goal is to use as little fuel as possible to achieve your power goal.
10:20 Any decent tuner will respect shaft speed on the turbo. The bearings have limits. Especially limits on the life of the bearings. Guys if your tuner does not monitor shaft speed be careful. They will adjust the veins on the turbo trying to chase boost pressure for higher horsepower.
Truth!
Need more information like this in the industry. How did you get the higher fuel pressures for the 700hp tune? Was it with the 10mm cp3?
Thanks Rive! To get the higher fuel pressure we used an Exergy 10mm Pump and 270Bar FRP sensor coupled with the appropriate tuning adjustments.
Have a 16 with your SOTF tunes. Would the STR be a good choice for mainly daily driving with long highway trips, for efficiency? Also running a Banks Monster Ram Intake.
The STR outperforms the stock turbo in most performance and efficiency metrics when loaded (making power). While unloaded at highway speed you wont notice any difference between it and the stock turbo. I recently swapped this turbo onto my '22 and went from 455/510HP (Mustang/Dynojet) to 525/585 (Mustang/Dynojet) without any other changes. That's a 15% bump in power - same as we saw on the engine dyno.
Any plans to obtain a carb e.o. for the STR? I know it must cost an arm & a leg to get one but otherwise we are limited here in Commiefornia! I have ways to get one but it would be nice to do it legitimately.
STR for LLY-LMM?
I'm in that weird Build or Buy era. 06 LBZ (vin 2) 142K miles. fully stock.
I want more sustained power and less heat under load when pulling grades in 100F heat going from 900 to 3500 ft. I also travel up to Flagstaff, and sometime Colorado. so basically, everywhere in US elevation wise.
I would like to get to +100 wheel, but I'm more looking for drivability vs a "xxxhp truck".
I know tuning is a HUGE part for these dinosaurs, but the truck gets pretty cranky running 2800+ to hold speed on these grades. it will do it and never actually overheats (230-241 at top). but it's clear oil temps are driving coolant temps when sustained at that RPM at WOT for 7-8 minutes. oil temps would be from the squirters saving the pistons from EGT. (I'm told). The stack was disassembled and cleaned, upgraded to Kodiak clutch that dropped 15 ECT. could throw a rad at it. but I think its EGT mainly from trying to hold peak HP on stock turbo, combined with high ambient.
that's why I am thinking turbo. it SHOULD let me climb up a gear and drop RPM from the extra power.
thoughts?
Cordell,
It sounds like you’re on top of your game. We are putting parts together and testing recipes for the VVT and LMLSTR package. I am optimistic that what we finalize will absolutely meet your expectations for controlling EGT’s’s while towing with that extra power. You’ve clearly done your research and know the critical importance of cooling your oil. Like you said, it’s the only thing keeping those pistons cool and protecting the turbocharger. I wish I could offer you an oil cooling solution but at this time I have nothing to offer aside from encouragement. Godspeed!
I’ve got a question and I hope you may be able to help with this I have a 2008 GMC Sierra 2500 deleted and tuned with 177k miles and my engine light turned on and it said to change the fuel filter so I did and then about 500 miles later the same issue happened and it reduces engine power, I have a code reader and the code is “P0087 Fuel Rail/System Pressure -
Too Low Bank 1” if you have any advice please help!
I have a question for you. I’m running a 2014 ram Cummins with the EzLink system on the truck. I am getting my EGT readings from the EzLink monitor. I do not have a hard gauge going directly to the exhaust manifold. It’s all done off of the EzLink. My question is how accurate is this reading and where/how is it getting this reading?
@dd5744 Your EZ Lynk device is most likely reading your pre-DPF exhaust temperature. The 4th Gen Cummins has a series of EGT sensors in the emissions systems and your EZ Lynk is getting the reading from one of them. However, when you hear someone say "You don't want to run over 1,300ºF EGTs" they are referring to exhaust manifold exhaust gas temperatures. To get these readings you would need to install an aftermarket EGT probe into your exhaust manifold and use a gauge display like the EDGE Insight CTS3 to display it. If you would like any more information on these products feel free to give us a call at (815)-568-7920 Ext. 2123!
Was this all done with the stock exhaust manifold?
Yes, stock manifold
Got a Question...What's your thoughts on Water Methanol injection? Looked thru videos and didn't see anything about it..I seen Banks had a video about it but that was many yrs ago. Thanks
Methanol injection can be a very effective way of efficiently adding fuel to an injector-limited engine (like we had here). It typically has a significant cooling effect on the air-charge and EGT's as well. My biggest frustration with H20/Meth kits is their relative poor integration with engine management systems and their lack of long term reliability over years of hard use. None of these problems would be impossible to overcome with good design and maintenance (I just rarely see it).
@@Kevin-midmichigan I was wondering the same thing and Nick's opinion on the matter. Thanks for asking the question.
I just got a 17 5500 looking to do a compound setup any advice I'm looking for high HP for towing a 28000 pound trailer all the time
That's an interesting question. I don't think we have had the pleasure of working with a Cummins 5500 with compounds. The ATS kit might be a good jumping off point if you have to have compounds. Otherwise we have recorded really good results with just running the STR.
How do the s464 compare to these
While we have not tested one in a direct comparison, we would expect higher peak power with mush slower spool-up.
do one one the 5.9
Done: th-cam.com/video/sjHG4E_w6CU/w-d-xo.html