Several people have been running around with these boxes for a few weeks.

Obviously, to be able to run at 9/9 you are going to need some tranmission beefing (automatics) and an upgraded turbo. Mark Chappel says that intake and exhaust modifications have not effected egt much.

Anyway, I was wondering if there is anyone out there who is running the PowerMaxCR with upgraded exhaust, intake, turbo and tranmission modifications, and how the truck is performing.

We all see the opportunity to grow with a PowerMaxCR, I was hoping someone had deep pockets and had skipped the intermediate stages straight up to optimization. Then, it would be good to know what parts they used...turbo, etc.

 

My brother has a 04 and he has DPU injectors, true B1 turbo, AFE intake, 4in. exhaust, ats tq and vb. He was running with an edge box for 10,000 miles putting out 462 rwhp. He ordered the tst box and tried it insted of the edge, hoping to gain moare power. the box threw no codes while it was on. We went to dyno it and on the way his turbo blew up. The guy where who made the turbo in Arizona, said he has over ten that are in the same condition all from tst boxes. My brother had the tst box on for 2 day. The truck ran really crappy when you hit it hard on the freeway. It seemed to die. He ended up maxing out at 54lbs of boost with it and 48lbs of boost with the EZ. He sent the box back. I hope this helped.

 

first off, i was wondering about one thing, was the B1 made to see 54 lbs, everyone I talked to said 45 max...

With my TST on and 4inch exh, and AFE full intake, I can run 5/3 setting with no egt problems, up to 95 mph and I run out of rpms.. (at about 32 lbs boost)

That said, I have been code free for about two weeks, and on setting 7/7 the power is very sick and maxes my stock turbo way to much that I dont run on that setting very often - I topped an interance ramp onto a highway (about 500 ft long) and hit 1300* very quick, but that defueling works PERFECTLY... stopped my egt rise cold

TURBOS WITH THIS TST BOX NEEDS TO BE WASTGATED... plain and simple

I do wish the torque curve was a bit flatter though....

LAST thought- MARK has told me that the CP3 pump probably maxes out with the tst on 9/9 and injectors, and I agree

 

What I am trying to determine is what setup will optimize the capabilities of the PowerMaxCR. What turbo with stock injectors?
Or, do you need injectors and a turbo?

What is overkill? Meaning you lose streetability.

There must be a perfect setup to dial-in this box with this motor.

 

At 462 HP your brother was out of turbo. Adding a TST box on top of the honed injectors was just asking for trouble.

54 lbs of boost is too high and when adding the increased EGT with insane fueling, the turbos are going to fail. Any turbo will fail.

Larger injectors coupled to a TST box is already stressing or exceeding the limits of the pump and rail. Volume.

All of these things added to the failure when in reality any one of them could have caused troubles.

The TST box is not at fault. A balance of fuel, air and the EGT scenerio is paramount to all engines, but the common rail engine can produce some insane EGT's from its fueling curves that are designed different from what everyone is used to.

Don~

 

Assuming upgraded exhaust, intake, transmission - what is the right turbo to optimize the PowerMaxCR?

 

Jeeze... The B1 turbo has been out for a long time now and has made a name for itself for being almost indestrutable. I know I have personally heard of more than 3 cases of these turbos being blown up by Common Rail trucks with TST boxes on them. These new engines must be making some insane power. Looks like twins are going to be mandatory for any high hp Common Rail truck.

Horace

 

Soooooooooooo, if I interpret the information so far...it is that the stock turbos will blow up and the B1 is not enough. The answer is twin turbos.

I guess that means there is not a single turbo available that will operate with the PowerMaxCR effectively. So everyone who is installing them now will have to get twins or suboptimize their box...or blow it up. Or, just run it on 4/4 all the time.

Am I reading this right?

 

Any turbo with the EGT's the common rails can run will fail.

Don~

 

Not really... the TST box has not been out very long and none of the turbo manufacturers have had time to test turbos on the Common Rail fueling curves. It seems that the Common Rail trucks are spooling turbos so hard its sending them to the moon at much lower hp levels than the previous 12v and 24v trucks.

Horace

 

Hmmm....Don my testing shows different.


Havent most if not all of the lunched turbos been kwickspools?

J.R.

 

Whats happening is the second and third ( on the 04.5 engine ) injection events are bringing in enough fuel late in the cycle to cause a serious amount of afterburn across the exhaust valve, exhaust runners and finally into the turbine section.

Excesssive turbine section heat coupled to boost the turbo was never designed to take will kill them all.

Gassers see this as well when running overly rich or when the camshaft overlap is too high. Some of the raw fuel ignites in the blowdown part of the cycle or the overlap breathes raw fuel into the exhaust runner.

On the Common rail, the fuel is brought in late, but before blowdown begins. As the exhaust valve begins to crack open the fuel has not had the chance to burn complete enough to expend the energy into the cylinder/piston. The conversion to mechanical energy from heat energy is not as perfect as we would like using a fueling box that extends injection pulse width.

So imagine the exhaust valve opening just after a shot of fuel into an already burning fire. You will have added more heat.

The heat energy is going to have to go somewhere that is not converted to mechanical energy. It ends up in jacket water and in the exhaust stream. Much less in jacket water. much more in the exhaust. This correlates to EGT and very high turbine section temps. Higher than any turbo is designed to handle for extend periods. Add higher than normal pressure ratio and you have a fast way to kill the turbo.

I tested insanly large injectors in a 24 valve truck. Single turbos were as easy to blow up as going WOT one time. One turbo lasted a few hundred feet at WOT. Boost was excessively high from the afterburn effect.


Don~

 

Nice post Don......

I have a total of 20k worth of testing on the common rail with my turbos. No failures as of yet @ 55 psi.

J.R.

 

Most of the failed turbos have been the KS turbos. Boost is reaching into the 60 plus area. This is not "on the map" and when adding fuel in the late stages you just add more trouble.

The stock turbos are failing as well.

The B-1 style turbos used in the 2nd gens have been doing well in the same HP range as the Common Rails are running now. But they are failing at a higher rate on the Common Rails even though the HP level is close or in most cases lower than the B-1's have seen in the 2nd gens.

The main diference is the fuel delivery system and cam timing of the two engines.

Mucho fuel and the heat that follows that fuel leaves the engine at a faster rate The heat climbs at a faster rate as well. Temps accelerate faster in the Common Rail. Faster than most pyros can "take up" and register that are in use now. This is happening even though the airflow in CFM is 10-12 percent higher in the Common Rail cylinder head when compared to the 2nd gens.

Don~

 

Since there are several hundred boxes out and not all of them are failing, the question that comes to mind is, what determines whose turbo will fail?

Are the failures related to endless WOT runs, or are they a product of other confounding variables. If everyone who get a PowerMaxCR is looking forward to a blown turbo, sales are going to decrease pretty soon.