Can someone tell me the pro and con of each turbo? Call banks today, pricing the sidewinder for the 1990 7.3. They wanted 2700.00 without the exhaust or trans command! Forget that....
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2000 Ford XLT,SC,7.3,auto,SB.4 inch straight pipe,mod airbox,trans gauge,
1984 Eagle Model 10,6V92 turbo,740 allison,A 2 stroker!
1990 Superduty (f-450) 2wd, 7.3, 5spd, dana 80, 5.13's
As you no doubt know, the RPM of the turbo impeller is dependent on the volume and flow of exhaust gas. The volume increases big time as a load is put on the engine, so at max load and max governed engine RPM you get the most flow therefore most boost. So a non-wastegated turbo is designed not to over-boost under those conditions.
If wastegated, the turbo can be designed to develope high boost at a lower RPM. Then, to prevent over-boosting, the wastegate opens (as needed) and the excess boost is bled off into the exhaust stream. The big advantage is that the engine can maintain higher boost throughout a wider torque range than the old non-wastegated. I'm out of the loop regarding the latest diesel engine technology, but the last big trucks I drove, the owner had three, a Cat 3406, and 2 Cummins 400 Big Cams and all three were wastegated. The boost gauges would show close to max boost through out the torque range 1200-2300RPM versus the old non-wastegated 335's where the boost would slowly climb to max at about 2000. Same theory applies to most any size diesel.
Wastegated all the way. I have a non-WG banks on my 6.9 and I am not happy with it.
You got me thinking twice about the hypermax "pulse turbo" system. It is also non wastegated. I was reading on another ford forum about what to do to the stock turbo and down pipe to get the numbers up to 240hp. + 500ft lbs. of torque. a lot more work but it's cheaper and if it doesn't work I guess I won't be out very much $$.
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1994 F-350 7.3 IDI Turbo, crew cab, E4OD, LB, Dually,
ATS Turbo upgrades: 3" DP with 3" exhaust Magnaflow XL muffler: Pictures Here
1997 Jayco fifth wheel 323 RKS, Robins 16K dual axis hitch
Apillar pod with: Autometer C2 Series gauges: pyro,trans, boost
Hypermax Cowl induction, Flex-A-Lite 26K tranny cooler w/fan
K&N air filter (we'll see in a million miles)
Tekonsha "prodigy" brake control
Train Horns: Pictures here
Chuckster, by your sig you already have the Ford factory ATS system, right? Ford derated it somewhat so all you have to do is get the (non-Ford) AST downpipe, and the complete 3" ATS exhaust and ATS straight through muffler and you're all set.
When I bought my new wastegated kit, I had about the first one sold in the far western states, in fact I had to go out of state to pick it up. The truck shop owner was really big on the new style ATS kits and couldn't wait to do some installations. After I installed mine I phoned him for some reason and he said he just had to take a customer's truck to a dyno and he told me it was putting out right at 500lb. torque and about 240HP with the wastegated kit, so your numbers are about right evidently.
Chuck,
Regarding the hypermax pulse setup, It probably is better than my old Banks setup on time-to-boost and part throttle boost levels. The banks up-pipe is just a single 2.5" pipe going up to the turbo pedestal, I have seen the hypermax pulse and it is 2 individual pipes going right to the pedestal.
If you already have the Ford setup, like was said, downpipe and exhaust and it should/will keep up with powerstrokes from the same era.
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1986 F250 2WD Super Cab XLT Lariat w/ 1996 front clip. Dually bed & van rearend (2" wider, allows spring clearance). 6.9 w/ approx 120,000mi. Banks non-wastegated turbo system, Beru ZD1A glowplugs, Delphi BB injectors, Kenworth pyrometer, vac/boost gauge, electric water temp/oil psi/voltmeter mounted in dash. 3" Mandrel-bent open exhaust. C6 trans, 3.54 gears. Okiegringo idler pulley. R134a A/C conversion. WMO/diesel blend in one tank.
Chuckster, by your sig you already have the Ford factory ATS system, right? Ford derated it somewhat so all you have to do is get the (non-Ford) AST downpipe, and the complete 3" ATS exhaust and ATS straight through muffler and you're all set.
Thats what I intend to do at this point. The ATS dealer in my area does not have a good reputation, My stepson and his wife's brother have dealt with them for thier Cummins and both had a bad taste in thier mouths after. ATS website is hard to navigate, and I can't seem to find the down pipe there. I was thinking of taking off the turbo, cleaning the "bumps' that are supposedly there causing slow spool up, and then getting the walker BTM and running 3" out the back. I have the ability to fab the exhaust just not the downpipe. I work on cars "on the side' and it seems I am allways working on some one else's stuff. I am retiring from my full time job 11/1/08 so I should have some free time then. I have installed the hypermax cowl induction and a K&N filter and I have noticed a marked improvement.
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1994 F-350 7.3 IDI Turbo, crew cab, E4OD, LB, Dually,
ATS Turbo upgrades: 3" DP with 3" exhaust Magnaflow XL muffler: Pictures Here
1997 Jayco fifth wheel 323 RKS, Robins 16K dual axis hitch
Apillar pod with: Autometer C2 Series gauges: pyro,trans, boost
Hypermax Cowl induction, Flex-A-Lite 26K tranny cooler w/fan
K&N air filter (we'll see in a million miles)
Tekonsha "prodigy" brake control
Train Horns: Pictures here
You might just call ATS direct for info on the downpipe. The one and only time I talked to their parts dept since the company sold some years ago they were real helpful.
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