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Message: [QUOTE="KCTurbos, post: 1376550, member: 13852"] Well. I have a lot of data to share. I am trying to be as honest and unbiased as possible while still sharing true and helpful info. There is going to be a lot of "comparing to vgt" but that is only because that is my only personal frame of reference on a 6.0. I have tried a bunch of different sct and FICM tunes. For anyone who did not read it yet. I am running an s364.5 sxe with 74mm turbine and .91 t4 housing with 205/30s Overall opinion: Lots of power up above 2500rpms. Hot and laggy down low where I do most of my driving. At first it just smoked a lot and felt gutless for normal driving around town. After a few days of driving I have learned to keep it running "cleaner" by basically accelerating slower down low and REALLY rolling into the throttle. Probably the same way I felt the first time I went from a stock truck with a tune to bigger injectors and bigger vgt turbo. Low end Boost: Under 2000 rpms during normal driving the turbo struggles to make any boost. It wont even lift my needle on my mechanical gauge but it will register about 0-4psi of boost on my SCT. I have tried locking the converter down low and rolling into the throttle as hard as I can to see how much boost I can build below 2000rpms. It will usually just bellows smoke and then downshifts but I have been able to see about 7-10psi a few times. I have heard that the 68mm turbine wheel spools much faster. I think I will try swapping one in and see what happens. I figure it will gain spool up and lose top end. Mid range boost. Once the turbo is lit it makes a pretty solid 1:1 ebp to boost ratio below 3000rpms all the way up to 40psi. That is pretty cool to see because I am used to a vgt where boost is always chasing ebp when accelerating. With the s364.5 even if cruising above 2200-2500rpms and you roll into it hard you will get that thick haze for a second before the turbo spools up. Rolling from a stop and hitting it at 2200-2500 makes the power come on FAST, especially if you already have the turbine housing hot. It hits HARD and you better just hold on and point it in the right direction. Top end boost. I found it interesting that above about 3000rpms the turbine housing starts to choke out and the 1:1 ratio goes away. By 4000rpms it is usually about a 2:1 ratio. Boost usually drops off to about 30-35psi by the end of the rpm band. I wonder if a 1.0ar housing would help that. EGTS Cruising at 65-70mph are around 575-675 WOT hits about 1600egt Max boots: 40-45psi Max HP was 630... yes that was more than the stage 3 which came in about 628hp. The dyno runs actually came in VERY close when you look at the curves. Stage 3 was usually around 620-628hp where the s364.5 was 625-630hp NOTE: we stopped running loaded dyno runs. Cory @ diesels and more tested his brand new 2015 6.7 f250 and the loaded dyno run was super close to factory crank output. The unloaded dyno runs were much closer to track times an RWHP. We are going to hold off testing the dyno with the load cell as it throws the number off a little bit. Testing with the load up to high would be like pulling a 10k trailer behind the truck while running down the track. It puts a lot more heat/stress on the motor which fuels more and pushes the turbo harder. So... as it stands now: KC stage 2: 605hp KC stage 3: 628hp 364.5, 74mm, .91 T4: 630hp [/QUOTE]