SXE Turbo Dyno Testing

Big Blue24

Big Blue24

Comp Diesel Sponsor
This week we decided to perform multiple back to back runs on the dyno with several of the popular 300 series SXE turbos with multiple exhaust housings. The purpose of the dyno runs and testing is to compare spool-up and overall power potential on our 1995 12valve Cummins test vehicle, and overlay dyno graphs to help customers make educated decisions on their turbo/housing selection.

Truck Facts:
1995 Dodge Ram 2500 2wd Auto w/3.55 gear ratio and 33" BFG AT's
290k miles, stock engine with original head gasket/retorqued headbolts
PDD 650 HP 47rh Automatic Transmission
PDD 5x018" sac 145* injectors with edge filters removed and mild needle work
Farrell Diesel 640 cc maxed 215 pump set to 25* timing
Hamilton 182/214 cast cam
PDD Beehive 165# valve springs, retainers, locks
PDD 7/16" .120 wall stage 1 pushrods
24v OEM Tappets
PDD Hotrod stock-style Cummins lift pump
PDD 15w-40 Conventional Oil
AFC LIVE tuned to maximum HP on each turbo, anywhere from 500 to 600 cc's typically made the best HP.
PDD Turbo Tuner for wastegate tuned for max power on each turbo, anywhere from 38 to 55 psi depending on the turbo/housing combination.

Dyno:
Mustang MD 1750 dual eddy w/52" rollers and 1200hp worth of eddy current brake capacity.
5700' elevation
90*F high humidity summer monsoon weather
17.5% correction factor (weather station is calling for more but 17.5% should be plenty)

There will be at least two graphs posted for each turbo/housing combination to display the following tests:
1. Unloaded run 1300 RPM to 3200 RPM (meaning 3000# drum weight only similar to an overweight DynoJet)
2. Loaded run 1800 RPM to 2800 RPM (dyno eddy current set to simulate a 5500# load plus wind resistance for a Dodge Ram brick at 70 to 105 MPH)


The first video is up and posted to our homepage at http://www.powerdrivendiesel.com
We will upload a new test video each day so check back to our website for the earliest updates, but I will also post updates to this thread in the evenings when I get free time.

The first turbo is a 362sxe/68 turbine with a .70ar T3 wastegated housing and HX40 downpipe bolted to the stock cast T3 manifold.

[ame="http://www.youtube.com/watch?v=KM_g0jHPx6s"]http://www.youtube.com/watch?v=KM_g0jHPx6s[/ame]
 
Very cool , you guys and your dedication to educating the customer is awesome.

96 3500 5x018 7mm dvs 62fmw
 
Today's test was the 364.5 SXE w/68mm turbine and the same .70AR T3 gated housing. This video overlays graphs to compare the 362sxe vs 364.5sxe both on total peak power, average HP, and spool time to reach peak torque.

Feel free to discuss the data/graphs, share personal driving experiences, and ask questions.

[ame="http://www.youtube.com/watch?v=DMhIGHWP1sk"]http://www.youtube.com/watch?v=DMhIGHWP1sk[/ame]
 
Last edited:
jlbayes said:
Can we get the uncorrected numbers please?
Click to expand...

For uncorrected numbers, simply divide the posted graphs/results by 1.175 and you'll have the raw numbers. For example if the graph shows 550 peak HP, the raw number is 468 HP. Keep in mind, we've dyno tested a few trucks now at the shop and then ran at the track and our uncorrected numbers are anywhere from 5% to 10% lower than the track calculated average HP per the CompD calculator so the raw numbers are a little understated. Adding 5 to 10% is close to actual power, and +17.5% puts our numbers close to normal dynojet or midwest/southeast dyno event numbers, and we'd need +20 to 25% to be right in line with the "Mountain" dyno league numbers.... :lolly:

At the end of the day, look at the actual numbers as a rough estimate, look at the difference between turbos on the same truck, same day in some instances, same turbine housing and exhaust, as a good comparison to display the differences between turbos.
 
Big Blue24 said:
For uncorrected numbers, simply divide the posted graphs/results by 1.175 and you'll have the raw numbers. For example if the graph shows 550 peak HP, the raw number is 468 HP. Keep in mind, we've dyno tested a few trucks now at the shop and then ran at the track and our uncorrected numbers are anywhere from 5% to 10% lower than the track calculated average HP per the CompD calculator so the raw numbers are a little understated. Adding 5 to 10% is close to actual power, and +17.5% puts our numbers close to normal dynojet or midwest/southeast dyno event numbers, and we'd need +20 to 25% to be right in line with the "Mountain" dyno league numbers.... :lolly:

At the end of the day, look at the actual numbers as a rough estimate, look at the difference between turbos on the same truck, same day in some instances, same turbine housing and exhaust, as a good comparison to display the differences between turbos.
Click to expand...

Sorry I was more interested in the uncorrected graphs than the peaks. Should have been more clear in my question.
 
I don't have the ability to re-shoot the dyno videos, if you want to re-scale the graphs, simply change the power numbers on the left side of the graph, so the 600 HP line could be read as the 510 raw HP line. The corrected and uncorrected graphs look identical, the only difference is the number values displayed on the left hand side of the graph. The RPM, Time, or MPH numbers are never corrected so those are actual data points.
 
Ghostman said:
Was there a noticeable egt difference between the two?


Sent from my iPhone using Tapatalk
Click to expand...

Not really, EGT and drive pressure is pretty equal across the board as far as we have tested. The engine does seem to make a little higher EGT as power goes up but it's quite linear meaning at equal power levels, we are seeing equal EGT numbers.
 
Sub'd... Any plans to test the 63 ? Always hear "spools like 62 and flows like 64". Kinda like that to be put to bed !
 
Big Blue24 said:
Not really, EGT and drive pressure is pretty equal across the board as far as we have tested. The engine does seem to make a little higher EGT as power goes up but it's quite linear meaning at equal power levels, we are seeing equal EGT numbers.
Click to expand...

Can you say what the egt range has been running in?
 
J-Pipes said:
Can you say what the egt range has been running in?
Click to expand...

The the fueling turned down a to maybe 85% or 90% of max available HP, EGT is reasonable in the 1300 to 1400 range. With fueling raised that last 100ish CC's to get everything out of the charger, EGT's are spiking to 1600ish on the unloaded runs and slowly creeping up to 1750 on the loaded runs.
 
Big Blue24 said:
The the fueling turned down a to maybe 85% or 90% of max available HP, EGT is reasonable in the 1300 to 1400 range. With fueling raised that last 100ish CC's to get everything out of the charger, EGT's are spiking to 1600ish on the unloaded runs and slowly creeping up to 1750 on the loaded runs.
Click to expand...
So one of the 62's would probably keep Temps in check on a vp with 6x.012 injectors, smarty, and 3.54 gears, towing up to about 20k?

Sent from my SAMSUNG-SM-G930A using Tapatalk
 
Today's test: 369sxe w/0.80ar wastegated T3 housing

[ame="http://www.youtube.com/watch?v=Fg4m8KlKsBE"]http://www.youtube.com/watch?v=Fg4m8KlKsBE[/ame]
 
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