I have much to learn, but would enjoy a coversation on turbos

Exhaust turns a turbine in the exhaust housing which turns a turbine in the compressor housing. More fuel will build more boost. More boost creates heat. The size of the housings and wheels determenine how much boost is produced, at what efficiency, and how well the turbo cools. The larger exhaust housings cool better but spool slower. This is what I think I know Please step in and correct me

So as an example can somebody explain the difference between the ksb-1 vs b-1 vs b-1-2. I'd assume the ks has a smaller exhaust housing than the b-1, but can't figure out how the b1-2 fits in

I have a lot to learn if I'm going to make an intellegent decision on a turbo. I'm more interested in understanding the concepts at work more than the math.

And I've been reading about head gaskets, o-rings, fire rings, and studs- at what point does the HG become an issue? Would you expect a hg to run 100k on 40-50 lbs of boost without the extra help?

And when people talk about turbo spool how does it vary between the three generations?

 

Those are some good questions I wish I could answer....I'm gonna ride along and wait for the answers.

 

See this thread for a complete explaination of the B1 bomber lineup:
https://www.dieseltruckresource.com/...ad.php?t=45038

Both Hohn and Rod posted excellent information on the B1 line.

Yes. You need to look at using at least head studs. (I like ARP, they've worked well for many trucks now). On a SO ISB, expect the stock HG to last ~55psi. On a stock HO ISB, expect about 5-10psi less, probably ~45psi.

Hx35w trucks will spool slightly slower than the Hy35 trucks, but the difference to my seat of pants is none. The difference in pyros is visible. The hy rockets the pyro needle once its met the fueling limit. THe HX35 is slighly less sensitive.

All JMHO,
brandon.

 

Upgrade guidelines here are useful:
http://www.htturbo.com/

Best turbo info I've seen posted:
Turbo_______CFM____Racing HP_____Daily HP
HX35_______600________420________330
T66________800________560________440
HX40_______800________560________440
HTB2/62_____870________625________525
B-1 series_ 900-950____400-500_______
HTB264_____980________850________575
H2E________1000_______700________550
HX50_______1000_______700________550
HX55_______1050_______735________578
HTB2/66_____1070______1055_______625
HT3B_______1100_______770________605
B-2________1100-1300________________
PRO52______1200_______770________650
T76________1350_______945________743
HT60_______1400_______980________770
HX60_______1600_______1120_______880
T88______1450-1750__1015-1225___798-963
HT4B_______1800_______1260_______990
SUPER 4C___1800_______1250_______970
SUPER85____1900_______1330_______1050
Big Brother__1900_______1330_______1045
T91________2000_______1400_______1100
SUPER92____2100_______1450_______1150
T100_______2600_______1820_______1430
T105_______2900_______2030_______1595







TURBO.........................60 MPH...................70 MPH..........................EGT's @ 30 PSI

HY-35.......................... 5 psi....................... 10 psi ........................ 1200*
HX-35.......................... 5 psi ....................... 9 psi ......................... 1200*
35/40 Hybrids ............... 4 psi ....................... 9 psi ......................... 1100*
HTT HTGB .................... 3 psi ....................... 7 psi ......................... 1100*
Phatshaft 64...................1psi......................... 5psi...........................1100*
KSB1-2 ........................ 6 psi ....................... 8 psi ......................... 1075*
Piers HX-40 .................. 5 psi ....................... 7 psi ......................... 1050*
HTT HTB2, 12cm2...........4 psi ........................ 6 psi ......................... 1000*
KSB-1 ......................... 3 psi ........................ 6 psi ......................... 1000*
B1-2 ........................... 3 psi ........................ 5 psi ......................... 1000*
Holsett HX-40 ............... 0 psi ........................ 0 psi ......................... 1000*
JR's Lil 55.......................2psi..................... ......4 psi...........................950*
HTT SP 66 .................... 0 psi ........................ 3 psi .......................... 950*
Full B-1 ........................ 0 psi ........................ 3 psi .......................... 900 *


Thanks to Rjohnson, Rod, gunracer, Bobcat, and all other contributers

 

Can anybody add some info on II phat shaft turbos or the JR's baby 55? ATS?

I saw it posted recently the advice to add air first then add fuel to match the air. Otherwise just try to match the turbo to the injectors?

 

I can add my findings on my Lil 55 from JR Adkins.
60 - 2 psi
70 - 4 psi
Holding 30 psi Boost - 950* EGT's
These #'s are with a 14 cm2 turbine housing. The 16 cm2 housing numbers will be lower... but I do not recommend it for an auto tranny.

The numbers above do not show the biggest plus in JR's HX-55's. I came from a KSB-1 and found the Lil 55.....
-Almost impossible to bark
-Much quietier in the Cab
-No surging
-Much slower to climb to top EGT's

Phatboy - In top chart above.. I would separate out the Full B-1 and show it under the Big Brother as good for 500-600 HP!

RJ

 

Here are some added turbos to the chart you posted Phatboy:

From HTT:
Most standards read something like this: "At 75% efficiency and 30 PSI, the
HX40 flows about 650 CFM". But assuming lower efficiency and higher boost, I
matched our turbos up according to the standards that seemed to be used
below so you could get the best apples to apples comparison.
The Daily HP ratings are at 1400 degree EGT's. The Racing HP's listed are
customer average or high dyno results.

Turbo_______CFM____Racing HP_____Daily HP
HX35_______600________420________330
HX40_______800________560________440
HTB262_____870________625________525
HTB264_____980________850________575
HX50_______1000_______700________550
HX55_______1050_______735________578
HTB266______1070______1055_______625
PRO52_______1200_______770________650
SUPER 4C____1800_______1250_______970
SUPER85_____1900_______1330_______1050
SUPER92_____2100_______1450_______1150
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
B-1 series_ 900-950____400-500_____?
B-2________1100-1300___?___________?

 

Not my chart, I just borrowed it and gave the authors credit. I'll try to rework it soon. Thanks for the contribution Mr Bobcat.

I am by no means an expert on anything here, I just found shopping for a turbo to be *very* confusing and I'm making an effort to compile info in order to simplify the process for future noobs.

 

Where's user 600Megawatts, that guy knows dang near everything when it comes to the thermodynamics of "Exhaust Gas Turbine Driven Intake Air Compressors".

 

my pdr 40 pushes around 10-13 psi at 70mph and egts around 900 pyro is pre turbo

 

are these listings the capabilities of the turbos running as a single? how would the numbers change when using them in twins like say an HX35 and the HT3B?

 

Thanks we've got a pier's 40 on the list- the listed egts are @ 30 lbs of boost.
I do think that the pdr40 is one of the best buys on the market

 

Single and heck if I know