I went to the dealer and the parts guy looked and looked and couldn't find it. It looks like it could be a silicon hose, which wouldn't surprise me due to the heat it receives being that close to the exhaust manifold. I'm hoping that a forum member (who works at the dealership) might be able to find it for me!
The parts man is probably looking in the wrong group for the hose. I want to say it is part of the cooling system group but the memory is foggy at this point. It is the one that has a TSB on it so not sure why they cannot find it.
Just don't mess up that tube that runs around the back of the block. That is one expensive piece of pot metal.
The parts man is probably looking in the wrong group for the hose. I want to say it is part of the cooling system group but the memory is foggy at this point. It is the one that has a TSB on it so not sure why they cannot find it.
I KNOW RIGHT?! Wonder if they changed it due to problems with that hard pipe? The OP of that pic did not specify what year his truck was... Found that over in the perf section in a tater turbo/exhaust thread
My truck is leaking from the red silicon hose shown in the picture above, anyone else having issues with that? I think it is only easily accessible with the turbo and exhaust manifold removed or has someone changed it with that stuff on?
No problem! I just found out yesterday that I don't have the little hose that connects the two hard lines directly behind the exhaust manifold that some photos show. I wonder if there was a change in 2006.
I looked at mine yesterday, and we decided to leave the factory belt for now. I'm at 133,500 miles on the OE belt but it still looks good and the tensioner still looks good. I think I will change the tensioner, water pump, and belt maybe two years from now. I'm only logging about 12,000 miles per year.
Ah I see.... order the race cover for it. ($85ish) You'd get the same benefit as the ring but to a greater extent. There is going to be a lot of turbulence in front of the comp wheel. The TAG will help but there is a good sized gap from the wheel to the output of the TAG and the air will become turbulent again.
reference pic... shows what the comp wheel should see IMO...
silencer ring helps similar to what the image shows, the race cover would do a better job at it.
Turbo is a tater right? Contact him, he is the only one i know of that sells them for the he351. Seeing your housing makes me wonder if it would even fit mine. I will investigate further if i go for it.
Turbo is a tater right? Contact him, he is the only one i know of that sells them for the he351. ?Seeing your housing makes me wonder if it would even fit mine. I will investigate further if i go for it.
Let me preface this by saying, I’M STILL ON STOCK TUNING. With that being said, I would say it spools almost as good as stock when running empty. But when towing, it doesn’t spool as early. I just don’t have the fuel. Once I get EFI, I should see a vast improvement in how it spools, especially in the RPM range I need it for. Once it starts to spool, it sure can build boost quick! I think it will be the perfect turbo once I get the right tune. Unloaded, it’s pretty nice. It does okay towing, it just needs more fuel and timing in the lower RPM. The stock turbo is really a perfect setup for stock tuning. The only downside to the stock turbo, in my opinion, is that the stock turbine side is a little too small for my liking. So between higher driveline pressures and too much heat, I think making the switch to the Tater Tow Master will be the perfect setup for a mild EFI tune, which should result in better fuel mileage (towing and running empty). And the extra power will be appreciated, especially when towing some of these steep grades that we have here in the mountainous regions. I think I’m making the right decision; I just can’t say how much of an improvement there is until I have an EFI tune to make that turbo do what it’s designed to do. I’m thinking about adding a 75 horsepower tune. Nothing major, just timing advancements and more fuel in the lower RPM range, otherwise, stock is pretty dang nice.
Yeah you need to have the timing set so more heat is in the exhaust fo help it spool. Having UDC and playing with it you can easily go too far advancing the timing. You need it in the higher load ranges at lower rpms.
Another thing you can do is get a blanket for the exhaust mani. I have had mine on there since the winter minnesota 2014/2015 with no problems (no towing though). One of the things i found back then was trapping the heat loosely around the manifold helped spool significantly in sub 30* temps.
Yeah you need to have the timing set so more heat is in the exhaust fo help it spool. Having UDC and playing with it you can easily go too far advancing the timing. You need it in the higher load ranges at lower rpms.
Another thing you can do is get a blanket for the exhaust mani. I have had mine on there since the winter minnesota 2014/2015 with no problems (no towing though). One of the things i found back then was trapping the heat loosely around the manifold helped spool significantly in sub 30* temps.
I bought the stainless steel manifold so that I could have the option to wrap. Since I'm at a higher elevation and cool weather region, wrapping is a good choice for me.
I was planning to sell my turbo. I was thinking that I could get more money for it by selling it than sending it back in as a core. Why would I pull the silencer ring if I can't use it?
Never saw any quantifiable data that proved the TAG did anything other than provide a placebo effect. Theoretical applications don't always translate to the real word, too many other variables. On a 3rd gen one could probably create the same results by getting rid of the right angles in the TQ tube, just hard to quantify any gains.
The silencer rings main function was to limit surge at high boost conditions on the tight stock turbo, again it theoretically MAY provide something at lower boost pressures but proving becomes problematic. The small gains postulated get lost in the back ground noise of the variables. Trying to quantify a small gain borders on impossible, one has to literally take it on faith there actually IS a gain somewhere.
Never saw any quantifiable data that proved the TAG did anything other than provide a placebo effect. Theoretical applications don't always translate to the real word, too many other variables.
"The picture above illustrates air straightened by the TAG entering the compressor wheel. This allows more air to enter the blades of the compressor wheel in a smooth fashion greatly reducing drag and noise on the compressor wheel."
"This flow chart shows an increase of 9% using a TAG-III in a Dodge Cummins. The increased air flow provides up to a 45% reduction in visible smoke, quicker turbo spool up, increased pulling power for towing, lower exhaust gas temperatures and can increase fuel mileage. These results will vary depending on the modification level of the truck, driving habits, load and environmental factors."
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