Many of you have asked me to make a &quot;comparison&quot;<br>between the &quot;B-1 Turbo&quot; and &quot;Piers' HX-40&quot;<br>Both my son and I have run these turbochargers<br>on our Dodge CTD Trucks. My son has a 2001<br>2500 Quad Cab 24 valve 4X4 with a TST PM 3,<br>DD &quot;Supermental&quot; Injectors and an ATS Auto.<br>My &quot;signature&quot; below will let you know how my<br>96' 12 valve is currently set-up. <br><br>I ran both versions of the B-1, those being the<br>&quot;regular housing&quot; and the &quot;Kwikspool Housing&quot;<br>Prior to running Piers' Modified HX-40, I also<br>tried a &quot;stock&quot; HX-40/16.<br>IMO, there is no comparison between the &quot;stock&quot;<br>HX-40 and Piers' HX-40. Piers' HX-40 does<br>EVERYTHING twice as good with alot of added<br>&quot;reliability.&quot;<br><br>On my 12 valve truck, Piers' HX-40/16 spooled-up<br>alot faster than the B-1 and this also seemed to be<br>true on my son's 24 valve. To quote my son, &quot;Piers'<br>HX-40 is peppier and seems better as far as <br>around town driveability.&quot; To be fair, the B-1<br>is a larger turbo and does have more midrange<br>and top end than Piers' HX-40 but not by much.<br>I gained 3 MPH on my top end speed going from <br>Piers' HX-40 to the B-1. However, on both a<br>Mustang Dyno and a Dynojet I gained only<br>five (5) Horespower going from Piers' HX-40<br>to the B-1. (Your results may vary.)<br>The B-1 (both versions) did drop my EGT's<br>lower than Piers' HX-40, but not by alot.<br>Both my son and I could still hit 1500 degrees.<br>(FYI: I gained 27 RWHP going from my stock<br>HX-35/12 to Piers' HX-40/16. 32 RWHP going<br>from Piers' HX-40/16 to the B-1.)<br><br>One &quot;peculiarity&quot; I repeatedly noticed with the<br>B-1 is it's tendency to &quot;bark&quot;. This &quot;barking&quot;<br>occurs not only when you let off the throttle<br>suddenly but also as you are accelerating<br>sometimes. The &quot;Kwikspool&quot; Housing does <br>this alot worse than the regular housing.<br>The &quot;autohousing&quot; has a tendency to &quot;skip&quot;<br>or &quot;bark&quot; when towing a trailer over bumpy<br>roads. I noticed that if I kept &quot;steady&quot; throttle<br>the &quot;skipping&quot; or barking would get worse<br>to the point of causing a slight &quot;shudder.&quot;<br>I spoke with Kurt Yardley about this and <br>he felt the reason for it was due to how<br>close they have the &quot;map&quot; range set on the<br>turbo. He recommended I try changing<br>air filters which I did. None of them solved<br>that problem, although he may have found<br>a &quot;fix&quot; for it by now though.<br>With my 12 valve automatic, I do have<br>more bottom end &quot;lag&quot; with the B-1 than I<br>ever had with Piers' HX-40/16.<br><br>So, to &quot;summarize&quot; some of what I have covered<br>here is breakdown of some of the different areas<br>between the turbos: (B-1 vs Piers' HX-40)<br>(IMO, which one is better in that area.)<br><br>Spool-up/Bottom End: Piers' HX-40<br>Midrange/Top End : B-1<br>Cost : Piers' HX-40<br>Less Smoke : Piers' HX-40<br>Cruising EGT's : B-1<br>Max EGT's : B-1<br>Cooldown Time : Piers' HX-40<br><br>Let me conclude by saying that both Piers and<br>Kurt are great people to deal with!! <br><br>--------<br>John_P

 

Excellent review. I have heard of a lot of the stock hx-40's breaking, just curious as to how reliable the PDR HX-40 is?

 

scottrod:<br><br>Thanks for your comment!<br><br>You are right, many of the &quot;stock&quot; HX-40's did come<br>apart!! However, Piers got together with some Holset<br>Engineers (I recall that it was last year) and they<br>looked closely at several of the &quot;blown&quot; stock HX-40's.<br>Piers said that modifications needed to be made in<br>the way the stock HX-40 receives oil to the shaft etc.<br>He makes that &quot;modification&quot; to the oil galleries, then<br>&quot;balances&quot; the shaft and wheels and finally does work<br>to the turbo to make it spool-up alot better! However,<br>before he sends his turbos out, he &quot;pre-sets&quot; the boost<br>at around 40lbs., as boost above 45-50 has proven to<br>cause damage to this turbo. <br><br>We have run ours for almost one (1) year with no<br>problems whatsoever!! There are other members on<br>this site who are also running the Piers' HX-40 who<br>have also had no problems at all! <br><br>I believe that the &quot;mods&quot; Piers' has made will make<br>his turbo much more reliable than the &quot;stock&quot; units<br>that were used.<br><br>---------<br>John_P

 

Kobi, HX-40 and Jetpiolt, B-1 both made 505 hp on #2 at the Fall Brawl.<br>It was shocking to me, as they were both 24 valves.

 

John P
Thank you sir. I'm weighing options now as I need to get to Canada in the spring to get the DTT treatment. Then I can put some power to the ground. ;D

 

Piers's hx-40 is looking better and better all the time. <br><br>John- how much would you say that the small housing helped spoolup on the b1?

 

My Piers 40 is still kicking. Just about 1 year now.<br><br>Im outgrowing it though, Twins are n my future. Real nasty ones. <br><br>Don~

 

I got one of the first batch Piers Super HX-40s. I have about 24K on it. It spools great!!! ;D I get boost @1350 since the ATS manifold. When I had it off for the manifold I pull the Exhaust housing off and gasket matched it to my porting on the ATS manifold and the bearings are as tight as they where new.<br><br>When I first got it alot of wolves on that other site where wait for it to pop. They are still waiting.<br><br>I really luv the Masters turbo but I too am at it's limits, Twins are in my future also. But for now I'm planning on using the HX-40 as my small turbo.<br><br>I do really like the dual waste gate feature of the B1. I got to check Scotty's B1 out while installing it just before the Calgary Stampede. It too bad they are blocked closed ???

 

Extreme:<br><br>The &quot;bottom end&quot; difference between the &quot;regular<br>housing&quot; B-1 and the &quot;Kwikspool&quot; housing was very<br>slight on my truck. The &quot;Kwikspool&quot; felt a little<br>better, but not substantially. One difference I<br>saw, was that the EGT's rose faster with the <br>&quot;Kwikspool&quot; than they did with the &quot;regular<br>housing&quot; which Kurt had warned me about.<br>However, the &quot;regular housing&quot; B-1 never had<br>the &quot;skipping&quot; characteristic on the freeway<br>that this KS housing has.<br><br>--------------<br>Don M &amp; drawson:<br><br>Thanks for your input! <br><br>---------<br>John_P

 

Some of the differences in the two turbos are shaft size.
The HX40 uses a smaller 6MM shaft than the B-1. The shaft in the B-1 is 8mm. The exhaust turbine wheel is larger in the B-1 as well.
Several things happen with a larger wheel/shaft. First the moment of inertia goes up. The spool up time is directly related to the inertia of the wheel/shaft. Yes, nozzle size in the housing can change spool up time some. Higher inertia just raises the time it takes it to get to speed. The larger engines that run both the HX40 and the B-1 have a much higher exhaust CFM than we have with just 360 cubic inches.

Moment of inertia will drop by 25% with a 50% reduction in weight in most cases. The HX40 will just spool faster because the weight of the shaft/turbine wheel is much lower than that of the B-1.

Second, the smaller and faster turbine wheel will make boost faster and with less exhaust gas CFM volume. Cruising around and normal driving will always favor a lower inertia wheel/shaft. The kicker is the smaller shaft/wheel will not pass the same volume of exhaust gas at the higher rpm range. EGT's will be higher with the smaller wheel/shaft combo at the higher levels of demand and fueling.

For everyday driving and a good performance increase my vote goes to the HX40 from Piers. For nitrous users and heavy fueled racing applications I would have to go with the B-1 or something similar. Actually I always liked the H2E better than the B-1 myself.

The energy difference required to run the HX40 and the B-1 calculated out to be enough to mow my entire yard, front and back for a 1/4 mile run at 500HP. Sled Pullers data about JetPilot and the other guy both making about 500HP on diesel with one guy using a HX40 and the other using the B-1, give us some insight as to the power required to get the B-1 spinning VS. the HX40.

Don~

 

Don:<br><br>Thanks for your input and also for the excellent<br>evaluation of both turbos! <br><br>-------<br>John_P

 

Once the ks b1 has increased total cfm (ie 15 pounds or so of boost) the boost seems to go up just as fast as the gauge can move (real fast). It takes a bit to get it there though. The boost pressure takes over a second to get to 15, then goes instantly to 50. I really like it with the 913, but with the 911 it was a real dog.

 

WHERE CAN I GET A B-1

 

[quote author=1ST GEN. link=board=7;threadid=5814;start=0#64911 date=1036984205]<br>WHERE CAN I GET A B-1<br>[/quote]<br><br>Nowel(HVAC) is one place, or you can find a used one. Let me know if you are intrested in a used one.<br><br>Andrew

 

Don,<br> <br> I was under the impression that the B-1 flows more air than an H2E, am I mistaken?<br><br>Later, Rob