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ATT run vs. HX40II

I'm sure Rob was running the 16 cm HX 40 not the HX 40 II 14 cm Warwagon was running... BIG difference... I also think Rob just stabbed in a Ted's take out 6.5 which most likely was N/A long block and had pushed the limits of what most thought were impossible from the 6.5 platform.

One thing that I'll never understand, is the fact that the 6.2 / .5 community OR any IDI community for that matter is soo small and to see so many haters, not enough sharer's .... There are WAYY too many people that act like everything is such secrecy with these dinosaurs.. It's almost kinda silly.

Regardless of who runs which Chinese knock off turbo(s), weather it's the Mitso or Holset.. there have been good and OR bad experiences with each, more for the better it seems, but it basically comes down to preference / flavor / tuning...
 
Mike K3500 said:
I'm sure Rob was running the 16 cm HX 40 not the HX 40 II 14 cm Warwagon was running... BIG difference... I also think Rob just stabbed in a Ted's take out 6.5 which most likely was N/A long block and had pushed the limits of what most thought were impossible from the 6.5 platform.

One thing that I'll never understand, is the fact that the 6.2 / .5 community OR any IDI community for that matter is soo small and to see so many haters, not enough sharer's .... There are WAYY too many people that act like everything is such secrecy with these dinosaurs.. It's almost kinda silly.

Regardless of who runs which Chinese knock off turbo(s), weather it's the Mitso or Holset.. there have been good and OR bad experiences with each, more for the better it seems, but it basically comes down to preference / flavor / tuning...
Click to expand...

The dyno results compared the smaller turbo to the larger A-Team and the results were almost identical. Other turbo made 7 HP more and the A-team made 20 foot pounds more torque than the smaller turbo. Pretty respectable that a larger turbo can make the same results with a tune optimized for the smaller turbo. Wonder what it would be like with a tune optimized for the larger turbo or if it would even make a difference? Still pretty nice job of War Wagon to go to the trouble to compare them.
 
I would love to see results with diamond precups and a tune optimized for the new cups rather then a tune for the n/a precups.
 
Jorge6.5 said:
I would love to see results with diamond precups and a tune optimized for the new cups rather then a tune for the n/a precups.
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Somebody find me some good diamond precups and in about a year when I find time to pull the engine and swap the precups I will test them out. I can't afford "new" and Any crack free turbo precups would make my day. Due to emissions I may have to do this sooner.

Not sure what the injector angle and other minor 6.2 head differences would have on the results using the turbo precups.

Oh, I am also running a 4" converter in the exaust. This is also "rare" for large turbo swaps as I think most soot traps fall off the exaust. My 1993 didn't have a factory converter...
 
Slim Shady said:
The dyno results compared the smaller turbo to the larger A-Team and the results were almost identical. Other turbo made 7 HP more and the A-team made 20 foot pounds more torque than the smaller turbo. Pretty respectable that a larger turbo can make the same results with a tune optimized for the smaller turbo. Wonder what it would be like with a tune optimized for the larger turbo or if it would even make a difference? Still pretty nice job of War Wagon to go to the trouble to compare them.
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In my case the turbo is not the limiting factor. We had to cut fuel even for the ATT turbo from a normal ATT tune due to the precups. More fuel, normal fuel that most 6.5's get with the ATT, caused nothing but high EGT's and smoke. The standard tune would lay a coal cloud a block long. I know it is the precups because my 1993 runs very well and smoke free - just see the dyno run video of the 1993. Even the FACTORY tune would smoke!

What is eye opening is nearly the same power on 14 PSI of boost vs 23 PSI of boost. :eek:
 
WarWagon said:
What is eye opening is nearly the same power on 14 PSI of boost vs 23 PSI of boost. :eek:
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It's not really surprising to me, and is why I didn't buy into the whole lower boost arguement. The ATT can move the same air at less pressure, your results prove just that. It may not seem as impressive because of the lower boost, but it does the job. And with the lower boost pressure that should equal out to lower cylinder pressure and safer for the bottem end.
 
Please forgive my ignorance, but...
Do we HAVE to run the precups?
What will happen if we drill them out larger so the injectors spray in straight?

WW, Is there a thread on your 6 switchable tunes?
How did you do it, is it available as a kit?

So many questions.
Thanx.
 
the precups and the indent in the pistons are part of a swirl chamber type system. designed to efficiently burn the fuel. (short version)
 
I ran my 6.2 with the precup ports completely removed. Smoked black at idle, no power,no injection clatter,just knocking sounds .
 
With the low pressure injection system a 6.2/6.5 uses, I doubt it would work well as a direct injection setup. Direct injected diesels run around 5000 PSI at an idle, and well over 20,000 PSI running down the road. The 2200 or so PSI pop pressure of teh 6.2/6.5 just isn't condusive to working well in a DI application. Not to mention the ricardo bowl design is meant to channel the combustion coming out of teh precup chamber, not to be teh combustion chamber where ignition begins.
 
Boost schmoost! me and my ATT worked our butts off today. Taking 2 Xanax and start the day again tomorrow! Argue on...
 
At beginning of thread there is mention of air filter being clear winner. Which won?
 
hookedup50 said:
At beginning of thread there is mention of air filter being clear winner. Which won?
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The K47 Air box is the best Factory air box out there, round filter. You can get them out of the used parts yards or on line.
 
I just bought a S&B setup for mine. It fits, but hits the hood. I'm going to try and look closer at it this weekend. I think it might hit because the ATT sits a little higher than the GM8 I believe. I am running it with the end cap off right now, and intake temps seem to be the same as with the K47. It has only been about 80 degrees here and I haven't towed yet with it to see if IAT's really climb under load with the end cap off.
 
What I'd really like to do is what Racedaymechanic did when he changed out turbos, swap the battery and the K47 air filter housing locations. A single 90* bend out the end of the box and a straight shot to the turbo inlet, plus it makes it a lot easier to plumb in a true cold air ram scoop. Check out his thread on his CKO HX40II install, it's a sweet little swap (battery-air box) that makes a lot of sense. Of course, still running the GM-8 for now, so I'm not sure if the better breathing potential can be utilized by Raceday's swap at this time with the GM-8.
 
Husker6.5 said:
What I'd really like to do is what Racedaymechanic did when he changed out turbos, swap the battery and the K47 air filter housing locations. A single 90* bend out the end of the box and a straight shot to the turbo inlet, plus it makes it a lot easier to plumb in a true cold air ram scoop. Check out his thread on his CKO HX40II install, it's a sweet little swap (battery-air box) that makes a lot of sense. Of course, still running the GM-8 for now, so I'm not sure if the better breathing potential can be utilized by Raceday's swap at this time with the GM-8.
Click to expand...

Like my avatar pic to the right? I've been running it that way for over a year. Should have been like that from factory.
 
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