well i was reading over at tdr and go4lo posted some #s that really get me thinking about twins. and the reliabilty of the b1 series is about as good as it gets
Turbo_______CFM____Racing HP_____Daily HP
HX35_______600________420________330
HX40_______800________560________440
HX50_______1000_______700________550
HX55_______1050_______735________578
HX60_______1600_______1120_______880
H2E________1000_______700________550
HT3B_______1100_______770________605
HT4B_______1800_______1260_______990
HT60_______1400_______980________770
T66________800________560________440
T76________1350_______945________743
T88______1450-1750__1015-1225___798-963
T91________2000_______1400_______1100
T100_______2600_______1820_______1430
T105_______2900_______2030_______1595
Big Brother__1900_______1330_______1045

but i would like to see where the fit in this line up. mike

 

Rod, I definitely have the right turbo. No evidence of anything resembling a wastegate. One of my problems is that I still haven't had it timed. I'm still at around 14.5* or less (if it has slipped). After I get it timed, then I'll start playing with some fine tuning (plate, AFC).


1dslram (Bruce) is doing the timing for me, and I'm quite sure he knows infinitely more about fine tuning than I do. I'm also playing with the idea of going from a #4 to a #10 plate....

Thanks Rod.

 

Forgive my if your way ahead of me on this... but what I believe Rod is speaking of is a plugged or disabled wastegate hole on the turbine housing that can take a wastegate, not actually a "disabled wastegate"arm or mechanisim. With your description of "hell of a mid range and top end" just doesn't sound like a KSB1-2

Jamie, -1 turbine wheel is bigger than a -2.

Mike, Great Chart...What's the T-66 through T-105?

Rowland

 

Rowland, I think we're reading off of the same sheet of paper. My turbo has a non wastegated ex housing.

As far as the mid range and top end....I can't explain it either, I just know what the seat of my pants is telling me. Feels kinda flat until I get over 8-10lbs/~1500-1800 RPM. I put the AFC springs in with the stock 35/12 and it definitely felt a little "racier". After switching turbos, it was back to feeling a little laggy.

I think I have issues at work here that are not directly related to the turbo (i.e., fueling adjustments, timing).
I talked to the guys at PDR and it sounds like a timing issue. I'll start with that and work backwards....

 

Thanks, Rod for taking the time to post the B1 101. I know that I'm not the only one to appreciate this info. Hopefully, this thread will become a great reference thread for those seeking B1 info.

How difficult is it to swap turbine housings? What's involved in converting a Full B1 to a KS version (with the same wheel size)? Is there an "under" cost you could quote?

As for wastegates-- can B1s we internally wasted? If you have to go external, how is that done? How can you setup an external wastegate so it dumps into the downpipe (i.e., will feed a primary in twins)? The wastegating options for B1 turbos have always been a big mystery to me.

Rowland, if I'm not mistaken, the T-66 though T-105 are Garret turbos-- note how much bigger the T-100 and 105 are compared to the Big Brother even!!!

Justin

 

Sorry Cowhand

Justin, Think the KSB1 series can not be internally wastegated and the non Kwik Spools can. Have seen a threaded hole on bottom of compressor housing that is caped off...But rather than throw out my guess, I'll wait for Rod to answer.

Is B-2 same as Big Brother or is there one bigger?

 

Dang, I gotta check in on this thread more often.

Mike,

To see where the B1 fits in, HP wise, check my chart earlier in the thread. Add 25-50 HP for racing power. Air movement wise, the B1 is somewhere around 900 - 950 CFM.

Justin,

Turbine housing swaps are relatively easy to do. A few bolts and a clamp and away it comes. I haven't had to do a turbine swap for awhile, but I believe (don't quote me), you'd be looking at around $500-$600 for a new housing.

The only B1 that cannot be internally wasted is the KSB1-2. The KSB1-1, B1-2, and B1 have internal wastes that are disabled. The difficulty in using the internal wastes is that the Schwitzer wastegate assembly is too large to fit on the turbo with it mounted on the Cummins 5.9. I understand TurboMaster has developed a wastegate that works on the B1s, however I don't know anything about the unit. We tend to select the turbo to match the fueling levels, or use external wastes.

Overly simplified, an external waste is simply a pop-off valve that is plumbed into the exhaust manifold. When drive pressure reaches a certain point (preset by spring tension in the valve, as well as regulated boost into the waste), a valve pops open and dumps exhaust gases out a port on the wastegate mechanism. You can simply run these gasses into your downpipe, or into the feed pipe of your large turbo in a twin setup.

I much prefer external wastes, because you are completely isolating the 'extra' gasses, and their heat, from the turbocharger turbine. You've probably seen the threads where Common Rail trucks are scattering turbos all over the place? This is a combination of the extremely high drive pressures, in concert with high EGTs. Use an external waste, get rid of the excess drive pressure and the associated heat of those gasses, and the turbocharger can live for another day.

Rowland,

The B2 is smaller than the Big Brother. I've gotten conflicting CFM numbers about the B2, but its between 1100 and 1300 CFM.

Rod

 

No offense intended, none comprehended

So what I am seeing is the KSB1-2 I have pushes about 100-150 more CFM than an HX40?

 

Somewhere around that point. Keep in mind that the CFM of the compressor is only part of the story. A very tight turbine side will offset some the compressor flows, as it will cause high drive pressures which rob you of cooling and HP. Its all about balance.

Rod

 

Would a KSB1-2 be a good replacement to the Dodgezilla in terms of cooling, with better reliability, IF money was not an factor (because of the $600 price difference)

How would a KSB1-2 act on a truck of around 300 HP (Valet), then around 425 when "Playing?"

Thanks for the great thread and Info Guys
Chris

 

The KSB1-2 runs in about the same horsepower class as a Dodgezilla with a 12cm housing on it, although the KSB1-2 will spool faster.

12 valve trucks like to have lots of turbo. I don't think I'd consider a KSB1-2 on yours, as the 425 HP setting would likely be pretty toasty. You've be further ahead with a KSB1 (best your valet mode), or a B1-2 (Best for your full out setting). With the 5 speed, you can easily drive around any lag from the larger turbo, if there is any at all. Keep in mind, this assumes you're at 3000 feet or lower. Any higher, then about the largest I think I'd consider is the KSB1.

Rod

 

Or you can vent it to atmosphere like I do on my car and its sooooo cooool. Loud and nice and only makes noise when WOT.

 

And it also tends to be extremely dirty when vented underhood. Not a recommended route. With a single charger system, many have simply piped it down and under the truck to make it easier.

Rod

 

Thanks for the input Rod.

For the Record, I am crazy, but will not be venting the wastegate under the hood.
I might just have to work on the thing sometime .

Thanks again for all the great info guys,
Chris

 

Any advice on what would be a good turbo at 5000'(Denver) with comp and mach2's? I don't tow but would like to be able to flat foot it on 5x5 in higher gears. Thanks