Mark,<br>There is an aft oil bung in the 97 and 98 blocks also...

 

Eric's right my 98 12v had the bung hole, however I saw a 97 that did not have it. I quess the transistion was somewhere in 97.

 

I said '98 12Vs and all 24Vs.. I haven't worked on the '97s.<br><br>Nice to see EVERYBODY is looking ;D 8)

 

I need a lesson in turbo charging a diesel...I know how they work and understand the basic principel but need more info. On a compound set up do you use one small and one large turbo to elimiate lag? How does the waste gate affect the turbos ability to spool up? When using a fueling box or bigger injector people talk about black smoke until the turbo spools up with a twin set up will you elimitae alot of the smoke by being able to produce boost...more or earlier in the rpm range? How much boost can one of these engines take in stock form. will more boost on the stock engine make more power or do u need more fuel at the same time? What is the realtionship between the fuel and boost?<br><br>Dan

 

The purpose of twins is a more dynamic turbo system with a huge range of output.<br>I'm going to leave out some details for informational purposes.. no reason to cloud the message <br><br>You basically get a set of turbos (2 or 3 ;D ) that act like a REALLY BIG, responsive turbo.<br><br>you get the low end spool-up and responsiveness of the small turbo with the flow of the large turbo on the top side.<br><br>You also get much higher boost pressures with and lower overall drive pressure.<br><br>a single turbo is effective ly limited to 3-4 times the input pressure... 14psi in ... 40-60 out. Most turbos fuction well (read efficiently) below 3:1. At and above 3:1 drive pressue starts to greatly exceed output pressure and output temperatures begin to rise sharply. the result is diminishing return on higher boost pressures.<br><br>By staging the compression you can get 3:1 and 3:1 again resulting in a 9:1 total. This results in lower drive pressures, lower relative output temperatures (adjusting for the increased heat of compression for the geater pressures), and grealy increased top end extension.<br><br>There are a lot of factors that go into the design.. Fuel, displacement, compressor size, turbine size/housing size, rpm range, and WASTEGATES!!!!<br><br>FWIW,<br>Mark<br><br><br>

 

it sure makes it alot easier to do when its out in the open unlike the 2nd gen trucks http://www.geocities.com/blown72rr/t...edcummins.html

 

There are some more-graceful examples available but none I've seen out in the open that way.<br><br>Those 4&quot; mandrels take up lots of space.

 

thanks Mark I thank

 

the 3.5&quot; manrels are on a 3.5&quot; radius that puts them close enough to be welded to eachother and then a transition to 4&quot; making only 3 welds and leaving barely enough room for a battery on the passenger side.

That's some pretty good fab work.. just a little big. I bet they'd look really cool chromed ;D

 

I had the extra room so I figured I would make it flow a little better maybe <br><br>I just got done put a near chrome powder coat on them it defantly looks better

 

Or tighter

 

Looks like Jim's been to the chrome shop

 

yea they sure look good with the chrome

 

So, Cummins Express, got any newer pics of the truck?

It looks like it's gonna be a screamer.

 

The guy worried about a 35/18 and an H3 being laggy, don't be.<br>I started with a 35/16, which was just flat out wicked, at low rpms, then jumped to a 35/22, and it was still practically zero lag.<br>Twins give awesome low power, tuned properly.