[quote author=Bart Timothy link=board=7;threadid=11565;start=15#113333 date=1047165493]<br>and has tried the B1, which is useless for high elevations because of turbo lag.<br>[/quote]<br><br>Just out of curiosity, Bart, which B1 did he try? We've run KwikSpools at 5500 ft, and found they spooled better than standard HX40/16s (not quite as quick as a Piers 40 however), kept things cool when towing good loads (18K), and could still handle 55 PSI without damage.<br><br>Rod

 

Just wanted to clarify my comments about reaching 500rwhp. Don't wish to offend anyone but...........HVAC and Jetpilot are some of the big dogs and yes, they have proved what you can accomplish with the CTD. His original question was, could he reach 500 with HX40, BullyDog4's, Megacannon and Comp. I don't think so. Would take a stronger combination (injectors/fueling/timing box) than he is suggesting. He might get to 475-485 but that 500 number is kinda like trying to break the sound barrier. To achieve that he would really have to go big.<br><br>Roger

 

[quote author=Racer57 link=board=7;threadid=11565;start=30#113390 date=1047176445]<br>Just wanted to clarify my comments about reaching 500rwhp. Don't wish to offend anyone but...........HVAC and Jetpilot are some of the big dogs and yes, they have proved what you can accomplish with the CTD. His original question was, could he reach 500 with HX40, BullyDog4's, Megacannon and Comp. I don't think so. Would take a stronger combination (injectors/fueling/timing box) than he is suggesting. He might get to 475-485 but that 500 number is kinda like trying to break the sound barrier. To achieve that he would really have to go big.<br><br>Roger<br>[/quote]<br><br>If his fuel system and transmission will keep up its very possible it will be 500hp. 495 to 505 is what it would sit at. There is no &quot;thinking&quot; involved in my statement, speaking from experience.

 

That combos not bad but I would do KS-B1 and a Drag comp.This would definitly get him to 500hp. I still think he`s talking HX40 not a PDR.<br> Danny

 

I have never seen stage 4's make 500 HP. I have seen stage 6's make it though..... When I dynoed with Super Mentals, Drag Comp, and B-1 I made 451 RWHP. Now as for the B-1 compared to the HX-40 I feel that they both flow very similiar cfm. But, the B-1 has the advantage in the all out toughness category! Just my $.02 worth.

Doug

 

[quote author=Jetpilot link=board=7;threadid=11565;start=30#113429 date=1047180040]<br>I have never seen stage 4's make 500 HP. <br>[/quote]<br><br>my truck did.

 

My mistake, I thought Step 4s were 180hp, they are only 120s.<br>So 500 is still a bit off. I agree with Jet.<br> Danny

 

[quote author=Jetpilot link=board=7;threadid=11565;start=30#113429 date=1047180040]<br>I have never seen stage 4's make 500 HP. I have seen stage 6's make it though..... When I dynoed with Super Mentals, Drag Comp, and B-1 I made 451 RWHP. [/quote]<br><br>Did you ever race your truck with that combo? I bet it would reveal you had more power then 451hp.<br><br>I dynoed countless times at 440 to 445hp with DDIII's &amp; HX35 and was running high 13's with it. We all know dynos are different.......but when the track says 510hp and a dyno says 512hp you tend to believe it. Didn't Ted do 503 or somethin with his IVs? Or did he sneak the VI's int here for that.

 

Ted used the 6's to make 507. As for the track vs. dyno I personally am not sold on the track calculators. If I use them I show my truck has over 880 RWHP. But when I dyno pretty much all the dynos (dynojets) come out within the same #'s of 750-760 RWHP. Though I remember you dynoed last year at MM and making over 500 RWHP.

 

Speaking of dynos! We dynoed Mikes truck last week with a set of moderate Stage 4 EDM's and broke 500HP easily. These are SAE numbers with a 2 to 3 percent correction factor negatively. The software was taking away HP for the near perfect air conditions we had. Great pressure and cool air, around 58-61 degrees that day. Baro was nearly 29.50.<br>Uncorrected numbers were very good!<br><br>His truck has a B-1, TST PM3, no additional timing boxes, and and straight 4&quot; exhaust. Not bad for a 99 with a few miles on it. We were happy. <br><br>So, the answer is YES a stage 4 injector can break 500 HP even on a baby rat turd dyno with a negative correction factor. <br><br>Don~

 

Yeah but your 4's are exactly what they were talking about now are they?<br><br>I think Kat is right though. I did 447hp at DDP in Monroe, WA with just DD2's, Drag Comp, and a PDR 40. This was with a stock fuel system as well. BD4's or SM's should put me right near the 500hp mark.<br><br><br>[quote author=Don M link=board=7;threadid=11565;start=30#113447 date=1047187346]<br>So, the answer is YES a stage 4 injector can break 500 HP even on a baby rat turd dyno with a negative correction factor. <br><br>Don~<br>[/quote]

 

[quote author=CMNS_PWR link=board=7;threadid=11565;start=30#113450 date=1047187963]
Don, I am still failing to see why there needs to be a correction factor for a diesel. Also, why does elevation have any affect (what little effect it does) on a diesel?
Can you give me some mathematics?
[/quote]

The dern software on all dynojets and mustangs alike is written for gas engines that are NA.
IMO there does not need to be any correction factor applied. And in Dallas we are at 500ft. WE always get 2-4% power taken away when the air is good and the temps are moderate.
I generally look at the &quot;uncorrected numbers&quot;. They are the raw HP and TQ numbers the truck actually made. No correction factors applied at all. Hot, cold, dry, humid, whatever you can still go to the uncorrected numbers and see what it really did.

Some guys use what is called a &quot;Standard&quot; correction factor.....it is even more forgiving and adds back even more power than the SAE numbers or uncorrected numbers do.

So, yeah...I &quot;fail to see it&quot; myself unless we are talking about super high elevation. What we need is software written for the turbocharged diesel engine not the NA gas stuff. Lets face it not everyone was dynoing diesel pickups when the things were being developed for speed shops, etc.

Don~

 

[quote author=Jetpilot link=board=7;threadid=11565;start=30#113429 date=1047180040]<br>Now as for the B-1 compared to the HX-40 I feel that they both flow very similiar cfm.<br>[/quote]<br><br>I don't mean to turn this into a B1 vs HX40 thread, as this wasn't the poster's original question but a B1 compressor is capable of efficiently flowing over 900 cfm, which is significantly higher than an HX40 and slightly more than an HX50. These are book values, mind you, but real world tends to prove this out as well.<br><br>As an example, in Calgary, at 3500 feet, on a SuperFlow (true water brake load test diesel dyno, no correction factors, and in my opinion, the only dynos capable of telling what a truck is generating for usuable torque), we dyno'ed an 01 HO with a Comp (on level 1), massaged DD3's (Lawrence called them DD3.5s ) and an HX40 we got 355 HP. This was averaged over 5 runs. Temps in the dyno room were around 80F, and humidity was about 40%. The next morning, we strapped on a B1 Kwik, and gave it a short break-in (100 miles). Humidity was around 43%, and temps in the dyno room had shot to 110F. The truck laid down an average of 375HP over 3 runs. EGTs were down 75F as well.<br><br>Rod

 

Rod,<br><br>I agree the B-1 is a good turbo. But, even when I have spoken with Kurt on flow #'s he wasn't able to give them to me as he really didn't have any. I have dynoed with 40's and B-1 same dyno and seen almost identical results. In my opinion the B-1 is on par with the 40 for egt control and HP but where it shines is in the durability department. I have seen B-1 pushed to well over 60 psi with the only damage being to the bearings, a 40 would come apart pushed that fast. My experience also has been that the durability of the B-1's turbo's bearings is compromised by boost pressures in excess of 50 psi. Kurt is working on a wastegated version which I feel will not only help with the longevity of the turbo but also the performance. By limiting boost pressures to an efficient range we should see an egt reduction.<br><br>Doug<br><br>