Good to hear that someone is trying it out. Just a couple questions.

Did you drill the waste gate port on the 351? If not will you?

Why run the catchers without the timing?

What weight are towing? Incline and duration.

Can't remember if the charge pipes between the interstage is a hose or full welded pipe.

Thinking about going this direction for me.

 

No need for O ring'd head on a 5.9. A set of 625's if really pushing it and call it a day. Unless your gasket is all ready damaged, or your tune is running wild amounts of timing you should not have HG issues on a studded 5.9. Lots of the big boys running 900+ on 625's and no O rings.

 

Jabllou,
Sorry for the late reply. Work has been pretty intense this past week.

I did read about drilling out the wastegate port and doing something similar to this

http://www.atsdiesel.com/additionalinfo/2029422272/2272-202-942-INST A4K Plus.pdf

I am curious to see how the truck reacts and performs once I put the injectors in it. Which should be sometime next week. Then I can look into wastegate mods.

With the smarty, I am not seeing anything drastic with changing the timing. The dyno numbers went down with timing and even if it did change some things for the better, I really don't notice a difference. Maybe the Smarty timing just isn't as advanced as what EFI can do when people see crazy differences in power. But for now I just don't add the stress to the engine cause I don't notice a difference.

I tow usually between 12-18,000 depending on which size horse trailer and how many are in there. It pulls very well. I tried to find the grade and distance on the "seven mountains" climb going into state college PA on PA-322 but I haven't been able to find. Your welcome to try.

The interstage piping is silicone. It has slipped off once because I did not have the clamps quite as tight as I should. It hasn't been an issue so far, was only my install error.

 

Interested to see your continue growth with it. Are you trying to see where these max out as or will you be happy with how ever much hp they put out?

Can't decide if I want this kit or a tater built turbo.. Your results will definitely help with that.

 

I want to know how the performance and egts are with keeping the stock turbo in its original location with the on3 on top. I want to find the cap of the he351 in this set up horsepower wise. Then I will upgrade the he351 to a 62ish with a 12cm to see how the 77 runs wide open. 900hp on fuel is where I'll call it done but I am going to stop at each upgrade to monitor how the truck is performing with the kit and get some dynos out to everyone so they can get an idea on budget to reach their desired hp with this set up.

 

900 of fuel with a 12cm housing is not a good combo. Ask me how I know... S:

 

Is there a big difference on driving egts? How's spool up?

 

Kylemoney,
Egts running twins and front mount don't exceed 1400 on max tune pedal to the floor. Pre twins u would see it race to the 1500 mark and i would let off. Spool up is very quick. No complaints in that department.

 

Awesome how's the quality of the kit? Any concerns?

 

You'll need a full stroker cp3 to handle 150's. Those cp3 mods as in Arson 3's and II BOP's are a nice way to waste money and see little to no gain.

 

I have II 150 injectors, ATS Dual CP3, Ladder bars, and UDC tunes from Coffman Customs coming this week. I will hopefully be able to get an update on EGTS, boost pressure and driveability this week. I will try to hit the DYNO next week to see where it ends up. Going to stick to 3200rpm until I pull the engine and do the internals.

I am looking at a DPS turbo for the bottom if this thing gets way to hot. Here is a link to it. 930cfm CPP DIESEL- DIESEL POWER SOURCE D-Tech 62 Turbo CUMMINS PERFORMANCE TURBO
Claims this
Redesigning the exhaust scroll, creating quicker spool up than a 12cm2 housing, but flowing equal volume to the 14cm2. Using a proprietary “trick” to optimize the exit angle into the wheel. A very noticeable difference.

Utilizing a wastegate designed to flow more volume

Improving the internal bearing structure

Here are some pictures of the front mount, the turbo kit once i had it in, and me installing it. Don't mind the edelbrock filter, had to pick one up quick to be able to test it out since it did not come with an air filter.

On3 Twins Photo by jwattsie1 | Photobucket

Front Mount Photo by jwattsie1 | Photobucket

Install Intercooler Photo by jwattsie1 | Photobucket

For $2,000 with a front mount for a twin setup, i am happy with it. Got me into the 500hp range with just a tuner and runs low egts. Quality on a lot of things is important to me, but paying double for a twin set up just wasn't one that I thought was as crucial as the rest.

 

Are you sure a s300 turbo is gonna just swap in for the h351? I've always wondered. I have both I just never measured the length of each or anything

Also what gearing does your truck have? Rearend gears


BTW that's the exact same turbo I'm running now

 

For for a upgrade he351 check out tader built turbos he mods the stock one with a bilit wheel I just got a 62 he makes a 63 too... he will build it the way u want and he seems to know his stuff. Lower priced too..

I would probably looked at this kit if I did not live in CA...

 

This would also be cheaper than buying a tator built turbo, twin piping, and another turbo for a twin setup but only by a few hundred dollars. Depending on his outcome I may go this direction with a tator built and this ON3 setup.

 

Interesting to see how well this kit holds up! Great information.

 

The Primary big turbo is T4 correct?

I think it's safe to say if your going for 900 you are going to really test this setup.
Even after the secondary swap. I think you are going to be better off with an external gate due to drive pressure at that level.

Subscribing and thanks
.

 

They said in the other thread it's a t6
But so far he's only one giving real info on it

 

The 77mm ON3 turbo is t4 flanged. I talked to Austin over at tater built. He seems to have a good beat on modifying the 351. He can mod it to a 63/67/12 that will lower my DP and cool it down. I would have to send my core in and $1250 to end up with one. The S300 is slightly cheaper and I would be able to retain my he351 but... A modified he351 would bolt right up... and I would know it would fit. That would be an easy way to alleviate that concern. Hot and cold pipe wouldn't have to be made and I wouldn't have to worry about clearance issues with the s300. Cheaper than a fleece cheetah by $500. If it did not need a core exchange i would of bought one on the spot but I still have to dyno the stock 351/on 77 with II 150's / ATS twin cp3 and see how it works.

On a side note, ordered my Ladder bars from Longhorn Fab Shop on August 7th, still do not have them. I called them yesterday and they told me they did not know if they shipped out or where they were and said they would call me back. Never got a call back. Still rocking Axle Wrap like its my J O B

 

If you keep it at 3200 RPM it might be safe at 850. I would not recommend going over that on the tight secondary turbine.

Also, yes a T4 primary is a limiter. What A/R and turbine wheel on the 77?

 

Just food for thought.
This was two days ago at the races. Gated S300 billet 63/68 T3 over box T6 475/96/1.32.
Using small 40% injectors and running my max tune on 80% trying not to break out on time. Wastegate was looser than normal and primary was working good, 32-35 psi. Very close to 800hp.
The blown turbo could have been damaged already but I can't say 100%.
The turbo had 0 contact and within spec about a week earlier measured by dial gauge.

 

You know what overall boost is on that wayward? We should do some calcs to figure out the secondary P/R. I wanna know why that SOB failed cause by the numbers it looked like it shouldn't have.

 

I'll pm to not muck up this thread. The wheel made contact first I believe.
Wastegate also wasn't moving freely. The bolt threads jammed on the housing they slide across.

 

Tried to call ON3 and rings once and get mailbox is full response. Wanted to know the turbine and a/r but I got nothing when i ordered the kit regarding specs. I got maybe a page or two of ruff installation instructions but mostly put it together figuring it out as I went along.

Broaner : When you say tight secondary turbine are you referring to the 77 or the 351 or tater that could be in there?

CTR: 4:10 gears

 

"Secondary" is the typically referred to as the second stage of boost. AKA the little turbo. The primary is the atmospheric turbo. AKA the big turbo.

 

Any updates?

 

Ran into a few setbacks with shipping and some other things but I decided to do some of the valvetrain while I was waiting on other parts. This is what my engine currently looks like

20150904_082455_zpsgef3uuu8.jpg Photo by jwattsie1 | Photobucket

I went ahead and put hamilton springs, hamilton chromaly retainers, and hamilton extreme push rods in. I retorqued my studs to make sure I was still sitting around 125 ft lbs and got the 150hp injectors in. The retainers were on a month back order and I ended up finding them from Pure Diesel Power and those guys were awesome to work with. When I order from CPP, even when they are only 120 miles away from me, takes a week minimum for parts and most of them are drop shipped and I didn't even find out the retainers were on back order for a month until the day my tracking number said it was going to arrive. I got the Longhorn Ladder bars on which are pictured here

20150902_204745_zpsvtxzumnh.jpg Photo by jwattsie1 | Photobucket

They look great.

One of my setbacks is this, on the bridge side of the rockers there is some plastic guard that goes over the foot that lays on the bridge, half of them were cracked... I went to see how bad and it fell apart. The piece itself seems to be one with the rocker since that sphere is pushed into rocker itself that holds the foot. I ended up clipping them all off since I do not want those plastic pieces clogging up a hole that oil passes through. Here is what it looks like.

20150904_082423_zpszqfekz9v.jpg Photo by jwattsie1 | Photobucket

As of now, I am going to set the rockers back in. With how tight that clearance is, I cant imagine those plastic pieces do anything with keeping it together. Probably just some sort of splash guard? Any insight on that would help. New rockers are not a cheap purchase, let alone for the plastic splash guards. I will find out how it goes..

Sometime this afternoon I will go back in and put the rest of the fuel lines back on, put the rockers on and set clearance, and install the dual cp3. I hope to have it fired up today. I will change oil this weekend and get a dyno date for next week sometime.

Also, I think that taterbuilt modded he351 is going to be the direction I go for the bottom turbo. He can do a 62 65 or a 63 67 out of that 351 shell... that would flow some nice air for me. Unless this set up just rips as is, then I will be looking for that to finish the build. I am hoping to see 700hp+ on the dyno with the current set up. I will keep everyone posted.

 

Guess I don't get around enough, LOL, but I haven't heard of ON3? Who are these guys?

 

They do a lot of mustang turbo setups and from what I've heard are pretty good with them. They recently got into cummins with thier intercooler I think 2 years ago, which everyone loves and then came out with this twin turbo setup I think a year ago but haven't heard of anyone having it or maxing it out until now.

2003-07 Dodge Cummins Compound TT | On3Performance