Compression Ignition Addict
Join Date: Aug 2011
Mentioned: 0 Post(s)
Tagged: 0 Thread(s)
Quoted: 0 Post(s)
Thanked 33 Times in 23 Posts
Feedback Score: 0 reviews
Let me explain on why the EGT's are higher with the Powermax Vs the stock turbo, or some of the other aftermarket turbo. I'm not bashing the Powermax this is just the facts.
The reason is simply that the combination of the compressor wheel the 63.5mm/88mm dual plane cast wheel in the Powermax combined with the 72.5mm/66mm 10 bladed turbine wheel is the cause of the problems( lag, dead spots, and high egts.) The Powermax shares same turbine wheel as the 03 turbo, but the 03 has a 59mm/82mm dual plane compressor wheel. The weight difference of the compressor wheel and amount of flow is what makes the difference, not just between these turbos but any turbo combination built.
By replace the cast wheel with a billet single plane wheel on the Powermax you will decrease weight, and increase air flow which will help the problems with the Powermax. Tuning also helps since the VGT duty cycle needs to be closed more to let the turbo spin faster at the lower RPM while at cruise to reduce the EGT's. The secret is to find the right combination for compressor, turbine wheel size that the 6.0 powerstroke exhaust pressure can handle at low RPM to lower the EGT's at cruise and still give you all the rest of the power you need. The stock injectors will also make the Powermax run hotter, vs larger injectors that can increase the exhaust pressure through increase compression in the cylinders, and of course a ported manifold will also help since the back cylinders are now running more efficient which would increase exhaust pressure to help move the larger turbine wheel. Hope this helps explain what is going on and how I have figured out how to mod a Powermax to make it work more efficiently, and not just by the compressor wheel but other things that I have found out.
2004 F250 Ext.cab fabtech 5.5" lift,and traction bars 35" on 18".2005-2007 grill and LED headlights,58v FICM, Warren dual HPOP system, fuel reg. return system, areo 1000a fuel pump, dual fuel filters, ARP studded heads, CCV reroute, EGR delete, 225/75 Warren injectors, water/meth injection (cooling mist),SCT tuner with customs, banks intercooler. MTW stage 4 turbo, built trans by Andy Warren, 4:10 Detroit lockers.