How to Read Turbo Boost in 97 Powerstroke
Humid Point: How Much Ability Can My Stock Turbo Handle?
How much power will my stock turbo handle? It'due south a question nosotros hear a lot in the diesel segment. Due to more 80 percent of all diesel owners non being willing to modify their trucks to the extent that a turbo upgrade is necessary, it'southward one of our favorite areas to explore. Full disclosure: The question itself doesn't usually imply someone wants to know what it volition take to grenade their stock turbo, but rather how much horsepower they can clasp through it while maintaining a certain level of reliability. Well, we've listed those power numbers for you below.
Whether you've got a seven.3L Power Stroke or the new state-of-the-fine art 6.7L, a P-pumped 12-valve Cummins or a late model 6.7L common-rail, or an '01-'16 Duramax, we'll tell you how much horsepower you can get away with, along with the approximate danger zone you lot should avoid at all costs. This is great information to know before your performance aspirations have a chance to cause you whatsoever financial harm or heartache. Savor!
A Word on Stock Turbo Failure:
In nigh stock turbo applications, drive pressure will get a problem long before boost force per unit area does. When drive pressure level is considerably higher than boost pressure (such every bit a 2:i ratio), the thrust bearing is forced to absorb the force per unit area departure. Although the stock turbo may only be making twoscore psi of boost, it could exist seeing 85 psi of drive. This ways 45 psi is pushing on the thrust begetting. With the thrust bearing riding on a thin layer of oil, the pressure level difference tin can forcefulness the oil out from between information technology and the shaft, leading to begetting-to-shaft (metal-to-metallic) contact. Thrust bearing failure is unremarkably imminent in one case this happens.
Power Stroke
'94.5-'99 seven.3L: 380 to 400rwhp
Cheers to existence wastegated (haemorrhage off potentially harmful, backlog drive pressure), the turbo used on '99.5-'03 7.3L Super Duty engines, the Garrett GTP38, is capable of surviving slightly more horsepower than the non-wastegated unit plant on '94.v-'97 mills (the Garrett TP38). Either charger tin concur upward to 30-35 psi of boost for a while, but forty psi or more than is request a lot for a turbo that was originally intended to run across a maximum of 17 to 23 psi.
Danger Zone: 400+ rwhp or 35+ psi boost
'03-'07 vi.0L: 475 to 500rwhp
The variable geometry Garrett GT3782VA aboard the half-dozen.0L Power Stroke has no problem supporting full-endeavour performance tuning on the manufactory fuel injectors (420 to 440rwhp). However, and similar about diesels, turbocharger efficiency begins to endure once a larger gear up of injectors enters the equation. With the exception of the '03 model year turbo capable of supporting slightly more than horsepower due to its larger compressor bicycle and different turbine wheel, nosotros would draw the line (for reliability purposes) later on adding a ready of 155cc injectors.
Danger Zone: 525rwhp or 35+ psi heave
'08-'x 6.4L: 580 to 600rwhp
With its highly efficient, high volume common-rail injection system, nearly 600rwhp can be squeezed through the 6.4L Power Stroke'due south factory BorgWarner compound turbo organization with no power adder other than custom tuning. At this power level, more than 50 psi worth of heave is on tap and bulldoze pressure is first to creep upwardly. As a result, EGT can get a tad warm and both compressors are out of their map (i.e. inefficient) across 3,000 rpm.
Danger Zone: 650rwhp or 55+ psi boost
'11-present 6.7L: 460 to 540rwhp
On '11-'fourteen model Super Dutys, where the dual compressor wheel, ultra-restrictive Garrett GT32 SST was employed, durability comes into question with hot tuning. On the other hand, the GT37 frame Garrett on the 'fifteen-newer engines seems to concur up fine to aggressive programming, forth with enabling considerably more horsepower to be made over the GT32.
Danger Zone: 525rwhp or 35+ psi boost ('eleven-'fourteen), 550+ rwhp ('fifteen-newer, estimated)
Cummins
'94-'98 five.9L 12-valve & '98.five-'02 24-valve (w/HX35): 400rwhp
The HX35 is tough as nails. It tin can handle twice the boost it was intended to make from the manufactory then some, long-term. It'south also been used as the loftier-pressure (manifold) charger in diverse compound turbo arrangements over the years. Only put, it tin handle enough of corruption (twoscore psi of heave and high drive). For an HX35 with a factory frazzle housing, we'd call information technology quits at the 400rwhp marking, as EGT tin get pretty toasty at this point (1,500 degrees F).
Danger Zone: 450+ rwhp or 40+ psi boost
'03-'04 5.9L common-track: 425 to 450rwhp
On early common-rails 5.9L Cummins engines you lot'll observe the Holset HE341CW. Similar to the Holset HY35 found on '00-'02 24-valves that were bolted to automatic transmissions, the HE341CW makes utilise of a tight exhaust housing and a small outlet, which yields quick spool upwardly just is known to produce college bulldoze pressure and EGT in a performance awarding. Thank you to the common-rail system'south fueling potential (and the airflow of the 24-valve head), you can however clasp 450rwhp out of the HE341CW, simply it's nowhere nigh as durable as the HX35 that preceded it.
Danger Zone: 450+ rwhp or 35+ psi heave
'04.5-'07 v.9L common-rail: 480 to 520rwhp
The last of the fixed geometry turbos institute on the Cummins is the Holset HE351CW, and it's pretty darn tough. Internally (and electronically) wastegated and equipped with a 58mm compressor bicycle, a 58mm turbine wheel and a 0.65 A/R frazzle housing, the HE351CW can support mid 400 power levels, indefinitely. We've seen them live a while on trucks making at or more than 500rwhp, simply beyond 450rwhp, excessive EGT can go a problem. We've even seen an HE351CW support more than than 600rwhp on a stock turbo class pulling truck equipped with larger injectors and a stroked CP3, just at that place is no telling how long it would last if driven daily on the street.
Danger Zone: 570+ rwhp or 40+ psi boost
'07.5-present six.7L common-rail: 480 to 530rwhp
With a new-and-improved injection organisation, increased bore and added stroke over the 5.9L, the 6.7L Cummins was destined to be a torque monster, merely its utilize of a variable geometry Holset HE351VE turned it into a real earth-mover. Instant spool up and a power bend that's usable from idle-to-redline are among the HE351VE'southward strong suits. However, venturing into 500rwhp territory can yield some worrisome bulldoze pressure numbers—which can contribute to a blown head gasket (a fairly mutual failure in the 6.7L Cummins segment).
Danger Zone: 530+ rwhp or 35+ psi boost
Duramax
'01-'04 LB7: 500 to 530rwhp
Equipped with a fixed geometry turbo, the valley-located charger used on the first-generation (LB7) half-dozen.6L Duramax was manufactured by IHI. Chosen the RHG6, it sports a 60mm compressor cycle (inducer), a 68mm turbine cycle (exducer) and features a wastegate. If boost is kept reasonable (beneath 30-31 psi), the IHI RHG6 tin support considerable power, but disable the wastegate and go beyond 30 psi and the added drive pressure that comes along with that extra heave will impale one in short society. Due to their relatively pocket-sized turbine cycle, the mill IHI is notorious for overspeed failure when pushed likewise hard.
Danger Zone: 530+ rwhp or 30+ psi boost
'04.5-'10 LLY, LBZ, LMM: 500 to 530rwhp
In a discussion, the variable geometry Garrett GT3788VA turbos found on the '04.5-present era Duramaxs are "tough." In that location aren't a lot of cases of overspeed (every bit was the case with the LB7's turbo) and they're also good for handling more heave. Their biggest point of failure rests in the turbine side, where the engine'due south PCV and EGR systems contribute to oil coking and carbon buildup on the turbine vanes and unison band. While all versions of the GT3788VA aboard the LLY, LBZ or LMM are very similar, the LLY unit features the largest compressor bike (with a 62.6mm inducer) and the tallest vane height on the exhaust side, which lends itself to slightly higher horsepower potential.
Danger Zone: 550 to 600+ rwhp or 35+ psi boost
'11-'xvi LML: 480 to 510rwhp
The Garrett VVT found on the LML Duramax is similar to the units plant on the LLY, LBZ and LMM engines, but with a few subtle changes. I cardinal difference is the LML turbo's apply of shorter vanes on the turbine side (11.2mm vs. 15mm on the LLY charger), which is partly to blame for the '11-'16 trucks' inability to crack the 500rwhp marker as hands as was possible on the '01-'10 GMs. The LML turbo also employs a 270-degree thrust bearing (vs. a 360-degree version), which means lower durability in high drive pressure level situations. Even so, every bit long every bit elevation boost is limited to 35 psi, the LML turbo is just every bit stout as its predecessors.
Danger Zone: 550+ rwhp or 35+ psi boost
Want to ready some of the OEM issues with you diesel truck? Nosotros have a list of v aftermarket solutions.
What Others Are Reading
Source: https://www.drivingline.com/articles/boiling-point-how-much-power-can-my-stock-turbo-handle/
Post a Comment for "How to Read Turbo Boost in 97 Powerstroke"