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Old 08-01-2016, 08:23 PM   #1
Big Blue24
 
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SXE Turbo Dyno Testing

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.

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95' 2wd Junker Drag Truck
1502 HP Fuel-Only 12mm P7100 Pump
SXE 472 over GTX55 116mm
OEM 12v Block
 
Old 08-01-2016, 11:29 PM   #2
Sanger
 
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Thanks for the info!
 
Old 08-02-2016, 07:32 AM   #3
badbowtie
 
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Very cool , you guys and your dedication to educating the customer is awesome.

96 3500 5x018 7mm dvs 62fmw
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1996 3500 4x4 5spd
1991 D350 5spd
 
Old 08-02-2016, 09:17 AM   #4
jlbayes
 
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Can we get the uncorrected numbers please?
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Jacob, 97 rclb
 
Old 08-02-2016, 09:51 AM   #5
Ghostman
 
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Nice Job!
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2002 4wd towing truck
2002 2wd grocery getter
2001 4wd 12v - retired
2006 QCSB 4wd - EFI Live

Quote:
Originally Posted by Joesixpack View Post
VE vs VP....isn't that like watching retard's fight?
 
Old 08-02-2016, 10:02 AM   #6
56cummins

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When testing over multiple days , I would guess a correction factor would be beneficial.
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95 cummins
 
Old 08-02-2016, 12:25 PM   #7
straight 6 roar
 
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In on 1st page of awesomeness
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2006 QCSB 2500 4x4 67/83/.90, +60% overs, TRE trans
1998 QCSB 2500 12 valve 4x4 Sold and missed
 
Old 08-02-2016, 01:48 PM   #8
Big Blue24
 
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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.

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95' 2wd Junker Drag Truck
1502 HP Fuel-Only 12mm P7100 Pump
SXE 472 over GTX55 116mm
OEM 12v Block

Last edited by Big Blue24; 08-02-2016 at 01:55 PM.
 
Old 08-02-2016, 02:10 PM   #9
Big Blue24
 
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Quote:
Originally Posted by jlbayes View Post
Can we get the uncorrected numbers please?
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....

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.
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95' 2wd Junker Drag Truck
1502 HP Fuel-Only 12mm P7100 Pump
SXE 472 over GTX55 116mm
OEM 12v Block
 
Old 08-02-2016, 02:34 PM   #10
Ghostman
 
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Excellent work guys! Love this stuff!
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2002 4wd towing truck
2002 2wd grocery getter
2001 4wd 12v - retired
2006 QCSB 4wd - EFI Live

Quote:
Originally Posted by Joesixpack View Post
VE vs VP....isn't that like watching retard's fight?
 
Old 08-02-2016, 02:41 PM   #11
jlbayes
 
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Quote:
Originally Posted by Big Blue24 View Post
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....

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.
Sorry I was more interested in the uncorrected graphs than the peaks. Should have been more clear in my question.
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Old 08-02-2016, 06:20 PM   #12
Big Blue24
 
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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.
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95' 2wd Junker Drag Truck
1502 HP Fuel-Only 12mm P7100 Pump
SXE 472 over GTX55 116mm
OEM 12v Block
 
Old 08-02-2016, 07:19 PM   #13
Ghostman
 
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Was there a noticeable egt difference between the two?


Sent from my iPhone using Tapatalk
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2002 4wd towing truck
2002 2wd grocery getter
2001 4wd 12v - retired
2006 QCSB 4wd - EFI Live

Quote:
Originally Posted by Joesixpack View Post
VE vs VP....isn't that like watching retard's fight?
 
Old 08-03-2016, 01:38 AM   #14
Big Blue24
 
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Quote:
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Was there a noticeable egt difference between the two?


Sent from my iPhone using Tapatalk
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.
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95' 2wd Junker Drag Truck
1502 HP Fuel-Only 12mm P7100 Pump
SXE 472 over GTX55 116mm
OEM 12v Block
 
Old 08-03-2016, 07:12 AM   #15
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Any plans to test larger turbine housings and possibly T4 manifolds? It would be interesting to see the differences.
 
Old 08-03-2016, 07:55 AM   #16
QMFB
 
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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 !
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04 CCLB DRW - 6.4 Cummins, HPTuners, 80% S&S, 10mm S&S CP3, AD165, s464 /s475, full billet 48re, Arp's EVERYWHERE, mild head work, lots of time and money... And never done.
 
Old 08-03-2016, 08:00 AM   #17
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Quote:
Originally Posted by Big Blue24 View Post
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.
Can you say what the egt range has been running in?
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2000 Dodge ext cab short bed, 6spd.
 
Old 08-03-2016, 12:50 PM   #18
Big Blue24
 
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Can you say what the egt range has been running in?
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.
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95' 2wd Junker Drag Truck
1502 HP Fuel-Only 12mm P7100 Pump
SXE 472 over GTX55 116mm
OEM 12v Block
 
Old 08-03-2016, 12:54 PM   #19
J-Pipes
 
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Quote:
Originally Posted by Big Blue24 View Post
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.
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?

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2000 Dodge ext cab short bed, 6spd.
 
Old 08-03-2016, 12:54 PM   #20
Big Blue24
 
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Today's test: 369sxe w/0.80ar wastegated T3 housing

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95' 2wd Junker Drag Truck
1502 HP Fuel-Only 12mm P7100 Pump
SXE 472 over GTX55 116mm
OEM 12v Block
 
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