EdmontonCanada

Last week I finally had my Garret Stage 3 installed.

I tried to do it myself, but ran into issues - with what I thought was a clocking problem (because the housings were removed to ceramic coat them). So I put the stock one back on - took me until 5 in the morning. Ugh.

Took it to Steve's Diesel in Edmonton...and no matter which way he clocked it, the piping (coolant & oil) would not fit. Looking closer at the installation instructions:
http://www.turbobygarrett.com/turbob...ions-Rev_A.pdf

...the photos are a mix of s generation 2 and generation 3 ram. One appears to have the T3 flange angled out at 45-90 deg, and of course the generation 3 has the flange pointed straight down.

To make a long story short, he cut some pipes, used a formed hose...and got it to work. Maybe I was sent a 2nd generation kit instead of a 3rd.

Even though I haven't upgraded my fuel system (bigger injectors & pump) to tap the power of this turbo, I have to say I'm mightily impressed. I was nervous that I would have a lot of turbo lag - especially looking at the difference in exhaust housing size.

But you can tell it spins more freely - it continues to be heard after the truck is shut off...for about 15 seconds. And when letting off the accelerator, it doesn't drop to 0 PSI - stays at +1 PSI for some time.

For spool, the truck feels the same or maybe even a bit better than a stock, any black smoke is gone - other than the first puff of the start of a quick accelleration.

My stock turbo was at 10 PSI cruising down the highway at ~110 KMH. The Garrett is only at 5 PSI - with all the power and then some....with a cool whistle to boot.

As for fuel economy...that's hugely improved. When towing a 7000 lb trailer around the city I'd get 500 miles to a tank (I have a larger tank). Now it's increased to 600 miles. Spending $20,000 on diesel a year for my business - the increase in fuel economy will have my money back in about a year.

But I do have one issue left: My truck keeps tripping a low boost code every once in a while. I added a BD boost fooler...but still, the issue persists. Any ideas?

no_6_oh_no

The boost fooler only helps with over boost conditions, an under boost condition is a different animal. Since the ECU monitors low boost also thats where the more efficient turbos cause problems. Not sure there is a fix for that.

Tzakiri

At what pressure does the low boost sensor trip? Just wondering if you're actually seeing a vacuum condition.

Tedonlin150

Lower boost at cruising speed means better fuel economy right? Also congrats on the new setup.

EdmontonCanada

code: P0299 turbo/super charger underboost
- happens mostly at idle.

I think the fuel efficiency comes from a few aspects of the turbo: it's a ball bearing design so it spools easier, it has a large turbine housing so it's freer flowing, and it flows more cool dense air at lower pressure, giving a better air fuel ratio.

JRAPTOR04

Where did you get the turbo from?

EdmontonCanada

www.midatlanticturbos.com

AH64ID

Congrats! I love my Stage 2!

Does mid-atlantic modify the Stage 2, or is it straight out of the box?

It's odd that you get a underboost code at idle, I thought they only happened at higher rpms. There isn't much you can do about an underboost code, the Stage 3 (if not modifed) has a .99 a/r turbine housing and is going to be a bit slower to spool.

My stage 2 has the same turbine wheel, but a smaller .89 a/r housing and the smaller comp wheel.. I have yet to see an underboost code, even up to 8800 feet where spool was a little slow.

The instructions did lack a little in accurate photos, but I had no issues with alignment on mine.

JRAPTOR04

Thanks Edmonton

EdmontonCanada

It was a stage 3 right out of the Garrett box...

AH64ID

I would guess thats why you get an underboost code.

EdmontonCanada

Odd. I installed my EGT probe this morning. Instead of cooler temps they appear to be 200 deg higher. 1100 F towing 7000 lbs on flat highway at 65 MPH.

AH64ID

Honestly I am not surprised at all. When I was shopping for a Garrett I talked with Tom at Turbo Resource. He would not have sold me a straight out of the box Stage 3, the .99 a/r housing takes too long to spool and can cause some surging on the compressor side. He puts the stage 2 .89 housing on it, but still does not recommend it for towing. At low-mid load the turbo just won't spool enough to keep the EGT's down, but once you hit a hill it will do a great job.

The Stage 3 is a race/DD turbo, the Stage 2 is the tow turbo, or a modified Stage 3 if you really want the bigger comp wheel.

I see the same to about 50° higher temps while cruising in 5th and 6th, but when the hill comes I see the benefit. I also have manifold blankets which may increase the measured EGT's at partial throttle.

EdmontonCanada

It's weird, I don't notice any lesser spool than stock - in fact, it's better, noticably so. The truck feels more "solid" in it's power. You can tell that there's a lot of room to grow - pushing 15 PSI feels the same as pushing 25.

In terms of towing, one question I've always wondered is: what IS towing? I mean, I can tow at 1500 lb empty trailer, a 7000 lb loaded one or a big monstrous vacation trailer. All very different. And then add to that mountainous hills.

So my towing I would say is light: 7000 lbs max, hardly much of a hill around these parts. So do I have to beware all the "do not tow" on this program or with this setup"? I guess I just keep my eyes on the EGTs...but then where would one say is that "towing" all the warnings are about?

AH64ID

There is more to towing than just weight, and while 7K lbs isn't HEAVY it's not light either. My 6K lb TT tows harder on flat ground than a 15K lb dump trailer becuase of the wind resistance.

It's slow acceleration spool that you have to consider, no WOT spool. You went from a .6ish a/r housing to a .99 a/r housing.. even with the BB center it takes some airflow to spool that sucker.

You will just have to learn to drive around it if towing isn't your primary use.

Manifold/turbine blankets and a spool aid would probably do wonders.