LovinPSDs
New member
This is going to be an awesome truck. I'm a huge advocate of smoke free and quick spool. All the basic air mods, plus your manifolds, plus the head work... This thing is going to be sweet!
Porting the heads
- Thread starter 08BIGRIG
- Start date
:whs:
I really wish that when I had to do the studs, my budget would have allowed for ported heads and at least a ported exhaust manny. I don't have any complaints about my setup, but I always wonder what if.....of course, that what gets me into trouble.
I bet with stock fuel my truck would run crazy low egt's. It would be intresting to see how low they would be. I was going to just do a simple build, but I knew I would be just like you and say I want more. :rockon:
I am really interested in this build so I will be following it close. Do you have a ballpark on when you might have it completed?
I am thinking it will be done in August sometime. I sent the heads out yesterday and should have them back by the end of July if all works right. My intake manifold is also going to be coming with my heads when they are completed as they are all both being done by Soot Powered Performance. I am really excited to get the build completed, but also want to do it right and not have any regrets.
patrickke
New member
You won't have any regrets with these heads 
Definitely, take your time and do it right the first time.
You won't have any regrets with these heads
:toast:
Cool, so farnright on schedule.
Black_Lightning91
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This build shoud be very interesting. The 59/88 setup should produce awesome numbers. Unless my understanding of compound charging is flawed a properly sized and gated setup should spool both chargers at relativily the same time. With the lp generating the cfm numbers at a low psi and the hp taking xcfm@ypsi and producing xcfm@zpsi(psi has been compounded while cfm stays the same but xcfm has more air @ zpsi than ypsi) basically a cubic foot of air at 15psig holds less air that a cubic foot at 30psig. This priciple is what allows a head that flows 200cfm at 15psig to flow 400cfm worth of air through 200cfm hole but at 30psi. That being said I think a 59/88 would spool faster with same hp than a 62/88 because the limiting airflow factor is the 88's cfm if both the 59 and 62 are generating the same psi. If the 88 did 200cfm at 15 psi and the 59 and 62 both compounded that to 30 psi the effective cfm is the same at 400@30psi although the actual cfm number does not increase the amount of actual air per cfm does just not sure how to show that in numbers atm. If anyone would like to correct any errors on my part please feel free! I think that what your doing (headwork turbos ect) will make an awesome high powered DD capable truck and will make you and hopefully the lady very happy. Cant waitto see what it does and how this setup works out.
I am calling Elite on Monday to get the scoop with the turbos and what it is going to take fuel wise to run them. I also need to tow still so I am not entirely sure how that plays into all of this. We will see come monday what Elite has to say. I will have everything that I need for this build next week hopefully other than the turbos and the fuel. Biggest thing is going to be the turbos forsure. I need them to be daily driveable with little spool time and still be able to tow.
Very interesting post. Let me start by saying that I am still learning and trying to understand the relationship between turbos, boost, EBP. My understanding of running compounds is different so hopefully some people can chime in and let me know where I am going wrong. My understanding for a compound system is that at low RPMs/low boost, the HP turbo is providing most of the air flow. In the case of a 6.4, since the HP turbo is also a VGT turbo, its duty cycle will result in nearly completely open vanes in low boost settings. Since the HP turbo is smaller, it can spool up quicker (especially with the open vanes). As boost and RPMs rise, the Atmo starts to take over (as it is becoming spooled) because it can flow more air with its bigger wheel than the HP turbo can. Also during that time (moderate boost or RPMs), the vanes are beginning to close on the HP turbo. This also helps keep the EBP reasonable. When the boost is getting higher, the Atmo has taken over providing most of the air flow and the air flow it creates actually slows the HP turbo a little. This setup provides the best of all worlds...quick spool up thanks to the HP turbo along with massive air flow when needed from the atmo. My understanding of air flow is similar to what you said except I thought the CFM ratings were always based on a standard set of parameters (certain temp, humidity, pressure ([PSI], etc.) although I don't know the exact specs. In agreement with what you said, given the same volume of air, higher boost (PSI) will provide more air.
What I love about this build is that air flow is being addressed from all angles (including the heads which is often not addressed). If I understand this correctly, if someone did a build with just a ported intake manny, ported heads, and ported exhaust manny and larger diameter up pipes (with the same turbo and same fuel), they would actually produce less boost but create more air flow/power with the less boost (because the volume is now larger). A Dmax is good example. They don't run nearly the boost we do to get the same HP/torque (ignoring the fact that they have shorter rods which helps making HP but hurts torque) because their heads flow more from the factory than the stingy 6.4 heads.
Sorry for the derail.
SSpeeDEMONSS
New member
Im pretty sure the vanes of the secondary are closed under low boost/rpm. As exhaust flow increases and the primary starts doing work the vanes open up to allow more exhaust to the primary, keep back pressure in check, and keep from overspeeding the secondary.
Garrett
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Garrett
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luther's 2008
New member
Crack85
Active member
Yes sir!!!! lol
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