You definitely don't need much turbo to max out a VE fueling wise, I usually run a little more timing than most too. If you want a little more oomph, water/meth does OK on VE's and helps on high end fueling. I think an HX35 would probably be a good start. I ran a 60mm compressor upgrade for a while way back when and liked that too.
Edit: 5x14's or 5x16s are decent injectors that shouldn't smoke. I had some 6x16s and they hazed at idle just as an FYI.
Some how I missed this the first time. I plan to run stock injectors initially, but everyone seems to think 5x.014 would be a good balance. I have a rebuilt 58mm HX40/35 on the shelf, I just need a housing and a downpipe.
My ve starts way faster than my p pump. You might look into the he351w. It is slightly smaller than the 351cw, but uses an exhaust housing like a hx35 so you could use any housing size available for a hx35. That should eliminate the high drive pressures killing your mileage.
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Is the HE351w the same as the HE341? Does it use a HX35 downpipe as well?
Is there any pressure regulators that offer true 2:1? If that was installed on the AFC line that would help with cruise MPG’s.
How does AFC live actually work? Possibly an answer to the above question....
M H Inc. - Dynamic Timing Device
This is the timing spacer, it adds dynamic timing.
Once you really get into this build we’ll discuss bumping your case pressure ����
Yup, my plate is pretty full right now. Once it's up and running then I'll get into the meat and taters of the pump.
Stock injectors and an hx35 will get you 300hp and will feel gutless on the top end.
A 60mm hx35 is a great turbo. I’ve built 4 or 5 of them. Matched with a 5x13vco, it’s a fun little setup in a light truck with no towing.
I think what’s being disregarded in a lot of these suggestions is the fact you’ll be lugging 9k lbs around, not 5k like a d250 1st gen.
If anyone thinks 300hp and an hx35 is a great setup, go put 4K lbs in the bed of your 1st gen and talk to me after a week.
The s300g might be a good towing turbo for 2nd gen people, but they’re loose(read. Laggy) on the exhaust side and kind of turds on a 1st gen, imo. That would be exacerbated by your weight.
I know compounds seem like a big undertaking but doing it once and while doing the swap would certainly help.
I’ve had a lot of different turbos and injectors in multiple trucks with a VE, auto and manual, towing and not.
Good info, I'm glad you are considering the weight. Thankfully the Excursion has 3.73's vs the 3.54's most 2nd gens have.
I wouldn't mind compounds, and I have a set on another 12v, however I am trying to keep this build reasonable to start out. That way I am not chasing multiple bugs. The trans controller, conversion stuff, A/C, etc will be my first hurdle. I will likely go with a single to get this thing off the ground and possibly make small adjustments from there. If compounds are necessary [which they are for sure with heavy towing 12v's] then I will head down that path. However I am hoping it can be done with a single. I haven't had a single on a Cummins since 2008ish. I actually love my compounds on the 1997! It's an old Ollie Poole setup. Tows great!
I've got a 58mm 40/35 that I need to snatch a housing for. I know, it's not a 60mm, but it's here and willing. Then it comes down to 12cm vs 14cm.
Yeah, but not at 9K. My truck weighed 9500lbs and the trailer empty weighed 10,500lbs. We'd put any load on it we needed to haul, upwards of 45K lbs gross...No problem at 322hp with the torque the VE made, other than stopping it...
I don't believe an HX35 is the best charger for this, but to say it would not do it easily is ludicrous IMHO. Also, ALL of these turbo suggestions would be greatly affected by the choice of torque converter....if he's using the factory 7.3L converter then it will be loose enough that it won't matter what charger he's running...
Chris
322rwhp and pile of torque should be pretty good for us. The truck ran decent around 285rwhp with 7.3L torque which seemed weak. I'm hoping for more than that with better mileage.
I am hoping to order a converter from Phil tomorrow and a valve body to match. I'm not sure of what stall he would like for this, but my 1997 ran perfectly with a stock stall [1800 I think] with a tighter fluid coupling. The one I had before that [Suncoast 44 series] was too tight, flashed around 1500rpm and pushed EGT's up before the turbo/motor could catch up. The worst was the DTT single disc 89% or 91% or whatever they called it. It flashed and starting lugging around 1250rpm, smoked a ton and barely moved for 3-4 seconds.
My experiences echo Signature 600’s as far as 300 odd HP and or the Borg 57’s.
I will add that I had no problems with my first gen towing 15k lbs with a 58mm HX35 hybrid/14cm on both stock intercooled sticks and 190s.
As far as my former s300g and the current SXE 57/65, they barely tow, if at all, and are both somewhat far removed from being turds. I do flow more 12mm VE cc’s than most; pump AFC tuning, head work and converter stall are all part of the equation to optimize just about any combination of air/fuel.
That gives me some hope for the 58mm hybrid I have on the shelf. Thanks for the info!
You can also just drive it with the stock turbo and see how you like it if you're worried about response. Should be good with 300rwhp at least with injectors.
Considering it shares the HX35 downpipe I might start with the stocker even if only for comparison. I do love the sound the H1C makes when you come off the pedal...
