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Replacement turbo

Acesneights1 said:
So rather than reread this whole thread(which I have been follwing) how bout an update from current ATT users on towing and noticable differences in EGTS/IATS. Come on guys sell me...
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I haven't towed recently but last time I did I had combined weight of about 27000 lbs and highest EGT was about 1050* F and was able to maintain 55 mph on a fairly hilly highway. Now the truck is my wife's daily driver:mad2:

Leo
 
Acesneights1 said:
roses are red violets are blue, I'm schitzphrenic ...and so am I...I probably will. Looking for some feedback from some towers..
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Aces

Right now I am taking numbers for the next batch, which will be ready in June, so you have time to decide. I would personally never go back, and I mean that from an owners perspective, not a vendor. I also will tell everyone here that your satisfaction is my first goal. I am not here to rip my family off, or anyone else for that matter. And it is a cheap upgrade for the return, another 1 to 2 MPG. Only you can make the decision ):h
 
Jeepers Leo .At 27000 lbs you must have been pulling your house .Seriously what were you pulling?
 
Diesel -T said:
Jeepers Leo .At 27000 lbs you must have been pulling your house .Seriously what were you pulling?
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12000# of pipe + 7500# trailer + 7500# truck, the truck may weight a bit more, I can't remember for sure.

Leo
 
I finally got a boost guage hooked up to my exhaust manifold. Its on the drivers side top for my simplicity. I put a 1.5" 1/8 NPT pipe into the manifold and then a 1/4" copper tubing with compression fitting to 1/8FPT adaptor. I adapted a 1/4" compression to 1/8" barb and ran a short amount of vac hose with inline filter from the copper tube to the electric pickup inside the engine bay, then wires go to the guage in the cab.

I got the electric digital display Glowshift guage. Very nice, good prices too. It works beautifully as far as I could tell on quick test drive. Will have GM4 backpressure values up to 15psi sustained boost pretty soon.

I also got the digital tranny temp and electric digital fuel pressure guage (for LP pressure) and $15 2 guage pillar pod. I already have a 3 guage setup from Banks on the dash, but that Tranny temp guage stopped working so I decided to get some more.

Time will tell if these digital guages are reliable. I like that they are plain, no tacky branding for a budget brand.

Pictures and numbers next weekend perhaps.
 
heres my two questions. at what RPM does the ATT start to wake up. you said there is a little lag so im wondering how much. also is heath still going to offer a program just for the ATT equipped 6.5's.
 
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1100-1200 rpm is when it starts to build boost noticeable boost off the 0 pin on the gage, by 1600 you are starting to really feel boost 1-2 psi, aboove that the more fuel you feed it, the more boost you get, and it's almost linear, you do not experience the "backpressure wall" you see with the GM turbos at 2100+ rpm. Folks without a 0-15 psi boost gage may see later building of boost, 0-15 gage (and all you need with ATT) is more accurate scaling than say a 0-30 or higher psi gauge.

Since getting my trans rebuilt I'm begining to think some slippage in the converter was putting perceived lag into my previous observations, I've driven it some this weekend (picked up truck from trans shop on Friday) and if the lag is there it ain't much.

I'll be running back to Ga. on Monday, I'm hoping the less lag from a fresh trans build also equates into more mpg. :thumbsup:

Bill & I discussed a tweak to the program, his thoughts are that probaly no tweaks will be needed, as he made none to the program for Bonneville other than rev limit IIRC.

That was twin turboed so I don't know which delivers more air the ATT or twins, ATT based off the TD07 which IIRC is rated to supply air up to 650 Hp of engine demand. (somebody want to scrounge the net to find out waht a Mitsu TD0-7 22A is good for for memory check on me).

Bill has my TD07 for testing on his rig, said he'd run it and let me know, I'd buy the current program, you won't be disappointed there, and I think as above the lag issues was really a trans issue on it's way out.
 
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NVW said:
12000# of pipe + 7500# trailer + 7500# truck, the truck may weight a bit more, I can't remember for sure.

Leo
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Leo are you towing that big with or without IC on your rig and the ATT ???

If non IC'd is there any way for you to grab some data for this thread, it's the one pice to complete the story, I've pulled 23,900, Slim has pulled 31,000 IIRC but those were IC'd runs, I don't know when I'll be moving my backhoe anytime soon which is my big pulling test for the 23,900 weight.

Tim
 
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ATT, no IC, stock PCM, 14.5k GCW

Finally got the trailer on for some light duty runs. Trailer empty is 7500 and I guessed the truck with me, Diana, and less than half tank was about 7k.

Interesting run for me as I'm a bit of a mpg nut so I keep it in as high a gear as I can to get the job done.

IAT at cruise on I-5 were about perfect for my style. It was in the 70s here in Portland Oregon during my run and IAT was 150 +/- 20. I tried and forced it to as high as 220 on the short hills I have locally. (For MissyGW, Rat, TT, and you other Portlanders--> I-5 from Willsonville to the top of the Terwillerger curves, I dropped down to 32 mph in second gear for a bit on the steep part. Highest rpm/IAT I saw was 2900 & 220 on the ScanGauge). I don't think it ever defueled like it has in the past. I wasn't at high IAT long enough to trigger it. The ScanGauge was showing 99% load almost all the time so I believe the PCM is the next bottleneck in the power supply. It's due for a fuel filter, but, the Walbro never dropped below 4# on fuel pressure.

Boost just doesn't seem to build past 5 psi unless I'm north of 2300. By 2500 I can usually get to 10. These were just short runs on some local hills.

Mike
 
OregonHorseTug said:
Finally got the trailer on for some light duty runs. Trailer empty is 7500 and I guessed the truck with me, Diana, and less than half tank was about 7k.

Interesting run for me as I'm a bit of a mpg nut so I keep it in as high a gear as I can to get the job done.

IAT at cruise on I-5 were about perfect for my style. It was in the 70s here in Portland Oregon during my run and IAT was 150 +/- 20. I tried and forced it to as high as 220 on the short hills I have locally. (For MissyGW, Rat, TT, and you other Portlanders--> I-5 from Willsonville to the top of the Terwillerger curves, I dropped down to 32 mph in second gear for a bit on the steep part. Highest rpm/IAT I saw was 2900 & 220 on the ScanGauge). I don't think it ever defueled like it has in the past. I wasn't at high IAT long enough to trigger it. The ScanGauge was showing 99% load almost all the time so I believe the PCM is the next bottleneck in the power supply. It's due for a fuel filter, but, the Walbro never dropped below 4# on fuel pressure.

Boost just doesn't seem to build past 5 psi unless I'm north of 2300. By 2500 I can usually get to 10. These were just short runs on some local hills.

Mike
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Mike

You are running a stock pcm, right? What TDC number are you running? And since I am not from Portland is the top of the Terwillerger curves a steep hill?

The ATT A-Team Turbo does like a chip in the PCM, 10 psi with a stock chip is about right, just not enough fuel to drive the turbo past that point. What was your injection pulse width at 2900 rpm and those 2700 lb injectors? I would be interested in that, did the truck run smooth. This is intersting stuff and looking forward to some data since you are running the high pressure injectors. Very Very interesting, another person pressing the envelope, what was fuel mileage or do you know yet?
 
Turbine Doc said:
Leo are you towing that big with or without IC on your rig and the ATT ???

If non IC'd is there any way for you to grab some data for this thread, it's the one pice to complete the story, I've pulled 23,900, Slim has pulled 31,000 IIRC but those were IC'd runs, I don't know when I'll be moving my backhoe anytime soon which is my big pulling test for the 23,900 weight.

Tim
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Tim, no IC just ATT. IIRC The longest hill was about 1 mile at I'm guessing 2% +/-?, I wasn't pushing it hard, didn't downshift out of OD, EGT at 1050 F, I never let it get higher than that and thus the drop to 55 mph. If I were to get rid of the K&N air filter or make a box for it I think I could push it a lot harder. The TCC also remained locked without the TCC mod.

Leo
 
That is awesome I thought it would do good, but hadn't done to pull that big of a weight myself non IC'd to say proof positive that there would be no defuel on IAT with a big load, looks like we have a keeper for the 6.5 folks, ATT.

Leo what boost levels were you peaking at when on that grade, you have a scan tool for data grabbing, what rpm you running to maintain the 55mph on grade???

I'll be adding WMI to mine soon, have the kit in hand just need time to do it, was going to install this weekend, but can you believe (2) bad alts in same day, one that was 7yrs old, and 2nd new out the box bad, finally got the 3rd one to charge like it is supposed to.
 
IIRC boost was at 10-12 psi and probably 2000 rpm. I know 2250 rpm is 100 kph or 63 mph. I can easily hit 15 psi on a WOT run empty so I don't know what would happen with a load behind. Now that it is my wife's daily driver I'm SOL as far as going on a fact finding mission. :nonod:

Leo
 
10-12 is where WMI is going to come into play as an enhancement, most guys won't be rolling around at 29K, however wind resistance on a medium to large camper would put effective drag weight of 29K of physical weight I'll surmise. So I think WMI & ATT are the ticket, and it combined with WMI are still going to be less $$$ than a designed for the 6.5 IC kit from Spearco.
 
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