So far so good sled pulled it once yesterday and egts went to 1350 and no higher that was at 248ft in 8000lbs pro stock. Egts still get high on the road when drag racing. But very controlable starts making boost at 1000rpm under load andmakes 50 psi at 1700rpm. This is a wastgated charger cost an extra 200 dollars but well worth it in my opinion.

 

Just installed a b1-2-ex3 on a customers truck and it works great. He has stage 3 injectors,comp box,pusher pump,intake and exhaust. Before the temps would be above 1500 degrees with the pyro probe in the exhaust brake. I put the probe in the manifold and i couldn't believe it,the temp would max out at 1175 @46psi. I set the blowoff valves to 52psi to save his head gasket.

 

Which pull were you at - the London one? I wanted to get up there, but stuck doing other stuff .
Chris

 

I'm pretty happy with mine now. My initial concerns about spool up went away with some timing and miles. Runs pretty good, so far I've managed peak boost of 47 PSI and 1370*.

I'm going to start playing with the plate and AFC adjustments to see if I can make it a little better.....

 

Ditto on the GO 4LO post -- was this in London this Saturday? I was gonna make it there, but the boss decided to take us to the amusement park instead. Was there a lot of people at that pull?

brandon.

 

Yes the pulls were at london. There was one hot ford there that won the open class it was a 03 f350 with a cummins in it ,it was great to see such a new ford with a quality engine. And yes probably 50 trucks pulled just diesels and lots of spectators.

 

Did Ryan Milby pull? How'd he do, if you remember? Thanks.
Chris

 

One other question - did you do the twin turbo setup yourself?
Chris

 

what are these ex3,ex4 turbos I see in the signitures?Maybe the twin set up is what the B1 is best for.I practically gave away a B1-2.

 

The B1 is available with a variety of turbine outlet flanges. EX3 is an HX35 outlet flange, however these aren't really available anymore. The EX4 is an HX40 outlet flange. These are readily available, however they are $50 more. Then there is the standard B1 outlet flange.

In a twin system, we've now got 2 KSB1-2/B2 combos on the street. Very rapid spoolup (we've had owners of 40/HT3B and 40/B2 twin setups comment on how much nicer the KSB1-2/B2 combo was to drive on the street) and they have enough air and exhaust movement to put the trucks into the high 500s. We'll be getting each truck into the low 600s in the next couple weeks with some tuning and tweaking. EGTs with Mach 6's are well within control, under 1400F under all circumstances.

We'll likely be trying a KSB1-1/B2 combo in next couple months, just out of curiosity. I suspect we'll see lag about the same as 40/B2 combo, but with more turbine side movement to reduce drive pressures.

Rod

 

Thanks for the info Rod, that was just what I wanted to hear. Twins will be the next step for me. Is there any difference between the KSB1-2 I'm running and the one in your twin set up?

It'd be awful nice not to have to buy another one.

 

Naw, just a plain old KSB1-2. Right now we're running with external wastes, but we're gonna try to enable the internal waste and see what that gets us.

Rod

 

Hopefully not much Mine has the non-w/g x-housing.

 

In a twin system, we've now got 2 KSB1-2/B2 combos on the street. Very rapid spoolup (we've had owners of 40/HT3B and 40/B2 twin setups comment on how much nicer the KSB1-2/B2 combo was to drive on the street....

Quote:

names will work here

) and they have enough air and exhaust movement to put the trucks into the high 500s. We'll be getting each truck into the low 600s in the next couple weeks with some tuning and tweaking. EGTs with Mach 6's are well within control, under 1400F under all circumstances.


You guys better keep trying, 600 isn't going to get it anymore! you need to try and find someone with a real P-Pump to push it! You can make 670hp with a stock 35 and a modified 3B with the right pump!

Heck I might try a B on top in the future but it won't be any stocker one!

Jim

 

Jim, our objective isn't maximum 24 valve horsepower, but rather maximum stock VP44 power that maintains excellent street manners and full utility of the truck. We're accomplishing that in spades. 2 of the top 5 stock VP44 equipped rigs at Muncie this year were Wildcat trucks, one of which had a badly slipping experimental transmission. Both trucks are daily driven and have minimal smoke on the street.

P-pump trucks just don't excite us all that much. High horsepower p-pump trucks can't yank 15K trailers down the road, at least not in their high horsepower trim, and tend to be smokey SOBs. Its the smoke thats bothering us the most. Eventually, our sport will be over-run by regulations, and the old smokey mechanical p-pump trucks will be legislated out of existence. As it is, in California, smokey trucks are no longer allowed to pull at state pulls on state grounds. It'll be coming everywhere else too.

As for names of the 40/HT3B and 40/B2 owners who commented on the drivability of the KSB1-2/B2 combo, I'm not sure if they are DTR members or not, but I won't post names without their explicit permission, especially since they aren't customers of mine. If they are members here, I hope they'll speak up.

Rod