Better compound turbo info in this single video than I’ve read or seen everywhere else put together, by far. Awesome work guys. Now I need a compound setup in my life more than ever lol
I love my compound turbos I won from you guys they scream a little to loud and I blew the old torque converter time for your 850hp kit thank you so very much love you and all your staff
The easiest way to explain compound turbos is "turbocharging the turbocharger." It makes sense as a stand-alone statement, but the more you think about it, the more sense it makes.
It would be great if you could use a white board and show some examples drawn out vs your actual trucks. Basically I’d like to know what is the theoretically best intercooler stack setup vs reality of fitting it in a truck and what you can get away with. Thank you for sharing your knowledge.
I am currently running a s361/.83ar with a s476/1.15ar (no gates) and 30% overs. Builds boost as low as 1400 rpm all the way up to redline and i cant get egt's over 1100. Amazing for towing and daily driving. I did stretch the arp2000's on the first rip with that set up. 625's are holding just fine at 650hp.
That’s exactly what setup I have, stage 4 200hp Flux injectors. I absolutely love my setup! And right at that 650 hp mark. And yes, 625s are the ticket!
Compounds are awesome, especially when you add EFI live to it. Done the coolant bypass head studs motors got 230,000 on it. It pulls hard. I did get my compound kit from power driven diesel. I went with a little bigger turbo on the manifold.
I love your new podcast! a lot of good information there I'm from Québec Canada just continu guys that's the kind of podcast I was waiting for a long time!!
Currently putting together a new LBZ. Adding an S-483 over a great but no longer available Danielle 3794. Short block is a pretty stock with keyed crank, fluid damper, and Comps stg2 cam. Heads are stock with beehive spring to match the cam. Bolt ons besides turbos and piping are PPE manifolds and up pipes, PPE duel feuler stock pumps, 2020 L5P oil cooler, and a Banks CAC. Injectors tbd. Due to stock bottom end tuning will be modest 750/800hp...
16:55 For intercooling after the high pressure stage, what type of intercooler was used? Water-Air or Air-Air? Does high pressure puts strength requirements?
I have a 93 ve with scheid pump 12mm. S363/68/.70 over S475 running pdd 5x12 nozzles and it does good, smokes alot. I have seen 60 psi boost on a long run but I think the pilot injection nozzles with 5x14 would run better. Hope they comment about us old school VE guys
Enjoying these podcasts guys. Y'all do a good job and voice your opinions on so many ways to skin a cat and make power. I'm building a 94 12v and a 2001 vp44 truck. Both personal rigs both 330k plus miles. So far the 12v has been way cheaper to make power but that's expected . Have a s475 to put over stock just need to build kit. Bought the 2001 so I could take 12v out to refresh and reseal with head studs and dynamite injectors from Lenny. ( He's local). Probably gonna try your AFC live since I work this truck hard and nice to do minor fuel changes without popping hood. I have built both trans so I'm ok to around 700 or 800...not that I want that much but like overkill for towing. I just got trans in 24v and my what an anemic turd..lol. Eventually gonna p7100 that one but want to play with the VP and compounds... Any advice or suggestions on tuning software.. I have hptuners and efi live but have never done vp44 truck tuning wise. Fun fact..both trucks run on black fuel. They both love it. Vp44 has a fass on it which is awesome for adjusting fuel viscosity with a cold snap. High return system mixes very fast.
If you're not living the Compound turbo life, you're not living! I've got a side by side setup with the manifold turbo mounted backwards so the hot pipe is short like am over-under.
Good video. One of my fav compound set ups I tried was a 63/68/14 on the manifold over a 83/96/1.32. Used on a 5.9 CR external gate on manifold. 150% overs and 10mm pump. Later went to 200% and 12mm, ported head, cam. Would make just a hair over 1k whp and still pull a trailer.
@@pddofficial 100"% Played with changing the manifold charger a few times but that combination i liked best. Sacrificed some total power for the great spool and street manners kinda thing. This was 6-7 years ago and guys said this combo would not work.. To many spewing bad info. You guys are on the money! I was surprised it was not mentioned when using a manifold charger with a internal gate set as the turbo manufacturer shipped it. I would most would dump all the drive off the manifold charger and barely be compounding on a ton of set ups.The boost/ primary boost/ drive math would show it. Then i would set it correctly and truck gains 20-30 on boost and keep compounding and the owners would be amazed after.
@pddofficial I drive a 5th gen 6.7 that is stock except for all the damaging and unneccessary nonsence. Although you guys focus primarily on the 5.9s, the info is still very relavent to the 6.7 guys like me. Absolutely love the info and the developments you come out with. Please continue to share all your turbo and diesel information.
6Ls love blowing headgaskets so im going to do my best to keep drive pressure a little lower so I over sized my manifold 76/87 1.0 still spolls and drives decent but plan on adding a 96 on top of it
Water to Air is easy. Just mount a massive heat exchanger up front and use the heater circuit. Heater core>heat exchanger>w2a I have kept intake temps in the 150* range with compounds that way with a tiny straight thru core from frozenboost.
Im looking at doing a compound setup with a billet extended tip 60mm he351cw with a custom higher flowing lighter weight 67/76 turbine. Utilizing a 1400rpm stall converter and i need it to spool quick, so ill be looking at a 12cm devided gated housing, and a 2gen water cooled qsv (quick spool valve) I may not need it but my goal is to flow as much as i can through the small turbo's turbine, that's huge i think.
I'm not sure yet. This motor is just a to have something in the truck now. I am also building one that is going to take some time to finance. That one has a new LML block with SoCal billet caps and girdle, Callies crank, and Carrillo rods. Turbos and bolt on will be moved to that when finished. That one will get 100% overs. I think this current motor really shouldn't have more than 60%s but don't really want to buy twice 🤔. Just one bad decision after another 😆 🤣 😂 My wife bought me a shirt that says SMELLS LIKE RACE GAS AND BAD DECISIONS. 😁 she is very tolerant...
What about keeping the turbos at full speed all the time and use a E gate to control the boost, no lag automatic boost and the E gate controls the actual boost?????
It takes a lot of room and a lot more parts. Now you need to figure where you are mounting the W2A heat exchanger but if you do add an interstage cooler, you will see more power.
We have done it on radical race applications, but there is quite a bit of complication/cost adding intercooling in addition to aftercooling. The performance benefit is well worth the hassle in a max effort application.
I like the 3.54’s at that power level. With that size tire you might like a 3.73 . For turbo’s i would utilize our 62mm he351 and our aggressor 480. That’s what Will’s junker has at 980-ish hp and it works so good!
Amazing as always 💙 we love the podcasts💙 are you guys gonna talk about the new 6.7 cummins?😊💙💙💙 I haven't seen much besides Josh's video but it might be a good subject 😊
305HP 5.9 6spd just for towing and a wider power band, staying in the 400hp range: Which would be worthwhile? Compounds (say the stock HE 341 for the small) and a Pacbrake, or a VGT kit like BD's Howler?
There is some thought and math to back up 2 smaller turbos spooling up quicker than a single that moves the same amount of air. I have never done that but i doubt the custom fab work would be worth the small gains.
2005 5.9 Cummins, I have a Silver bullet S366/73/14 T3 looking to add a S480/96/1.15 T6 or 480/96/1.32 T6. Injector size? I do not tow. Have built bottom end.
You guys are building my motor from stage 1 or 2 cylinder head to 6.7 crank with towing happening once a month or so and still uncertain in turbo selection
The claim is false, everything has lag, in general bigger turbos always have more lag. Two smaller turbos in place of a larger turbo do have less lag than one large turbo, but the hassle of 3 is not worth the small gain (in our opinion) meaning the only real place for triples is setups so large a traditional compound setup is not big enough.
Not as convinced as I was after doing so many single turbo conversions on CAT ACERT C15s etc and if twin was truly better I cannot see this being an advantage but maybe it's due to load duty cycle percentage being higher on hyway trucks
The acert was made for emissions .. people delete IVva and single them and feel stronger. They also change fueling...now an acert with better compound set up and IVva delete will have much broader torque curve and run away from a single up the passes. And leak less oil..lol. I like them both.. c15 tends to develope less oil leaks and block is a bit stronger if you are making hotrod truck...have a few triple drives out there 800hp and up...but that's a owner driver rig that will watch pyro and keep from melting them down. Compounds help alot.
Tire size effects your gear ratio and wind resistance somewhat, so bigger tires will put a little more load on the engine all else being equal. With a turbo diesel, there isn't a huge towing difference going from stock 32" tire to a 33" or 34". Once you get to 35", the taller tire is noticeably slower off the line at a stop light, and the fuel mileage suffers from the wind resistance, but still not a huge difference at highway cruising speed so long as you cruise at the same actual speed meaning get the speedo recalibrated. 37" tires with factory gearing is quite noticeable and drops cruising RPM enough to make you really wish you had compound turbos!!!
Love these turbo talks but cant relate to much since me truck is a 2014. Towing with A/C on in over 100° up grades in california over 35 psi sustained and no over heating.
So I hear you guys talking about numbers and sizes on turbos, wastegates, etc.why dont we ever hear you ever talk about elevations where people live because someone setting up a compound and buying turbos in Florida is going to be a totally different set up to someone in Breckenridge Colorado or jackson hole wyoming ect.you give all these folks false hopes when they live in high elevation places just keeping it real....
It doesn't matter what turbos you put on; without oxygen, they can't run. The numbers these guys talk about are unreachable at 9000 feet of elevation. All I'm saying is they should talk about how crucial oxygen and elevation are for people to reach those numbers. I see young guys in Steamboat Springs, Colorado, spend thousands of dollars trying to have a fast truck that's dependable, and no one has ever explained to them what elevation and the lack of oxygen do to vehicle performance.
@cotrevor1 turbos were literally invented to make up for the elevations of flying planes at 10s of thousands of feet in the air. You might have to account for the efficiency of a turbo but they aren't in 0 bar of air. 0.5 bar is between 15 and 20 thousand feet. That's the top of the tallest mountains in America where I doubt there are many roads and definitely not any drag strips. Are you competing in the pikes peak hill climb in your daily driver diesel truck?
![I.N "HALLUCINATION" | [Stray Kids : SKZ-PLAYER]](http://i.ytimg.com/vi/n5B5q1Hwt_U/mqdefault.jpg)
Better compound turbo info in this single video than I’ve read or seen everywhere else put together, by far. Awesome work guys.
Now I need a compound setup in my life more than ever lol
Yes you do!
I love my compound turbos I won from you guys they scream a little to loud and I blew the old torque converter time for your 850hp kit thank you so very much love you and all your staff
Heck yeah! Love that those turbos are working so well for you!
Great Podcast Guys! Love the Info!!!
Thanks for listening!
These videos are really great you guys.
I love watching The Murr put his science hat on.
Keep pumping these factoid pods out please. Good stuff.
The easiest way to explain compound turbos is "turbocharging the turbocharger." It makes sense as a stand-alone statement, but the more you think about it, the more sense it makes.
Very true!
It would be great if you could use a white board and show some examples drawn out vs your actual trucks. Basically I’d like to know what is the theoretically best intercooler stack setup vs reality of fitting it in a truck and what you can get away with. Thank you for sharing your knowledge.
I am currently running a s361/.83ar with a s476/1.15ar (no gates) and 30% overs. Builds boost as low as 1400 rpm all the way up to redline and i cant get egt's over 1100. Amazing for towing and daily driving. I did stretch the arp2000's on the first rip with that set up. 625's are holding just fine at 650hp.
Sounds like you've got a great setup!
That’s exactly what setup I have, stage 4 200hp Flux injectors. I absolutely love my setup! And right at that 650 hp mark. And yes, 625s are the ticket!
Compounds are awesome, especially when you add EFI live to it. Done the coolant bypass head studs motors got 230,000 on it. It pulls hard.
I did get my compound kit from power driven diesel. I went with a little bigger turbo on the manifold.
I love your new podcast! a lot of good information there I'm from Québec Canada just continu guys that's the kind of podcast I was waiting for a long time!!
Awesome! Thank you!
Hell yeah boys! Keep it coming!
Glad you liked it!
love this vid! smart dudes talking about real world experience. 👍👌thank you.
Glad you enjoyed it!
Awesome stuff!!! Best podcast out there for diesel enthusiasts. I love turbos!!!!
Thanks for the props!
Currently putting together a new LBZ.
Adding an S-483 over a great but no longer available Danielle 3794. Short block is a pretty stock with keyed crank, fluid damper, and Comps stg2 cam. Heads are stock with beehive spring to match the cam. Bolt ons besides turbos and piping are PPE manifolds and up pipes, PPE duel feuler stock pumps, 2020 L5P oil cooler, and a Banks CAC. Injectors tbd. Due to stock bottom end tuning will be modest 750/800hp...
Sounds like a monster build. What are you planning to use for injectors?
This was entertaining and very informative! Keep em coming guys!
Thanks! Will do!
16:55 For intercooling after the high pressure stage, what type of intercooler was used? Water-Air or Air-Air? Does high pressure puts strength requirements?
That was a Bell water to air unit designed for 200 psi.
Love the podcast, can you guys do an episode on VE pumps?
I have a 93 ve with scheid pump 12mm. S363/68/.70 over S475 running pdd 5x12 nozzles and it does good, smokes alot. I have seen 60 psi boost on a long run but I think the pilot injection nozzles with 5x14 would run better. Hope they comment about us old school VE guys
Enjoying these podcasts guys. Y'all do a good job and voice your opinions on so many ways to skin a cat and make power. I'm building a 94 12v and a 2001 vp44 truck. Both personal rigs both 330k plus miles. So far the 12v has been way cheaper to make power but that's expected . Have a s475 to put over stock just need to build kit. Bought the 2001 so I could take 12v out to refresh and reseal with head studs and dynamite injectors from Lenny. ( He's local). Probably gonna try your AFC live since I work this truck hard and nice to do minor fuel changes without popping hood. I have built both trans so I'm ok to around 700 or 800...not that I want that much but like overkill for towing.
I just got trans in 24v and my what an anemic turd..lol. Eventually gonna p7100 that one but want to play with the VP and compounds... Any advice or suggestions on tuning software.. I have hptuners and efi live but have never done vp44 truck tuning wise.
Fun fact..both trucks run on black fuel. They both love it. Vp44 has a fass on it which is awesome for adjusting fuel viscosity with a cold snap. High return system mixes very fast.
We have had good luck with the adrenaline from quadzilla fit tuning vp’s. Call in sometime and we can go over side options.
If you're not living the Compound turbo life, you're not living! I've got a side by side setup with the manifold turbo mounted backwards so the hot pipe is short like am over-under.
I love mounting the manifold turn backwards! Keep that heat fit the big turbo!
Good video. One of my fav compound set ups I tried was a 63/68/14 on the manifold over a 83/96/1.32. Used on a 5.9 CR external gate on manifold. 150% overs and 10mm pump. Later went to 200% and 12mm, ported head, cam. Would make just a hair over 1k whp and still pull a trailer.
It really is ridiculous how much power you can make with compounds and still have a usable truck
@@pddofficial 100"% Played with changing the manifold charger a few times but that combination i liked best. Sacrificed some total power for the great spool and street manners kinda thing. This was 6-7 years ago and guys said this combo would not work.. To many spewing bad info. You guys are on the money! I was surprised it was not mentioned when using a manifold charger with a internal gate set as the turbo manufacturer shipped it. I would most would dump all the drive off the manifold charger and barely be compounding on a ton of set ups.The boost/ primary boost/ drive math would show it. Then i would set it correctly and truck gains 20-30 on boost and keep compounding and the owners would be amazed after.
Super informative guys, I appreciate it!
Glad you enjoyed it!
@pddofficial I drive a 5th gen 6.7 that is stock except for all the damaging and unneccessary nonsence. Although you guys focus primarily on the 5.9s, the info is still very relavent to the 6.7 guys like me. Absolutely love the info and the developments you come out with. Please continue to share all your turbo and diesel information.
6Ls love blowing headgaskets so im going to do my best to keep drive pressure a little lower so I over sized my manifold 76/87 1.0 still spolls and drives decent but plan on adding a 96 on top of it
Did you o-ring the heads?
Could you guys talk about running an air to water intercooler on a 12 valve. I see new ones for a 6.7 power stroke for $120 on rock auto.
Hard to believe that little element can keep temps at bay on a 6.7 towing up a long grade.
Water to Air is easy. Just mount a massive heat exchanger up front and use the heater circuit.
Heater core>heat exchanger>w2a
I have kept intake temps in the 150* range with compounds that way with a tiny straight thru core from frozenboost.
Im looking at doing a compound setup with a billet extended tip 60mm he351cw with a custom higher flowing lighter weight 67/76 turbine. Utilizing a 1400rpm stall converter and i need it to spool quick, so ill be looking at a 12cm devided gated housing, and a 2gen water cooled qsv (quick spool valve)
I may not need it but my goal is to flow as much as i can through the small turbo's turbine, that's huge i think.
About waste gates. Is there an advantage to a gate before the turbo in the valley that dumps its wasted exhaust back in before the atmospheric turbo?
Yes people do it all the time. It will allow you to tune which turbo does how much work.
I'm not sure yet. This motor is just a to have something in the truck now.
I am also building one that is going to take some time to finance. That one has a new LML block with SoCal billet caps and girdle, Callies crank, and Carrillo rods. Turbos and bolt on will be moved to that when finished. That one will get 100% overs. I think this current motor really shouldn't have more than 60%s but don't really want to buy twice 🤔.
Just one bad decision after another 😆 🤣 😂
My wife bought me a shirt that says SMELLS LIKE RACE GAS AND BAD DECISIONS. 😁 she is very tolerant...
If she has a sister i know some dudes….
What about keeping the turbos at full speed all the time and use a E gate to control the boost, no lag automatic boost and the E gate controls the actual boost?????
Super helpful 👌
Why dont we see intercooling between the 1st and 2nd stages of compression?
It takes a lot of room and a lot more parts. Now you need to figure where you are mounting the W2A heat exchanger but if you do add an interstage cooler, you will see more power.
Room usually
We have done it on radical race applications, but there is quite a bit of complication/cost adding intercooling in addition to aftercooling. The performance benefit is well worth the hassle in a max effort application.
What would be a good compound set up for a 850-900 hp 12v daily driver / tow rig with 35s and what gear ratio would you guys go too?
I like the 3.54’s at that power level. With that size tire you might like a 3.73 . For turbo’s i would utilize our 62mm he351 and our aggressor 480. That’s what Will’s junker has at 980-ish hp and it works so good!
Amazing as always 💙 we love the podcasts💙 are you guys gonna talk about the new 6.7 cummins?😊💙💙💙 I haven't seen much besides Josh's video but it might be a good subject 😊
Hell Yeah Brother 🇺🇸🦅
305HP 5.9 6spd just for towing and a wider power band, staying in the 400hp range: Which would be worthwhile? Compounds (say the stock HE 341 for the small) and a Pacbrake, or a VGT kit like BD's Howler?
What about two smaller turbos in parallel like the new 3L hurricane? Would it be worth the effort on a sub 500hp truck
There is some thought and math to back up 2 smaller turbos spooling up quicker than a single that moves the same amount of air. I have never done that but i doubt the custom fab work would be worth the small gains.
@1:00 I was into jdm rice burners till my balls dropped. Turbo diesels are where it’s at, get work done and hear the stututu😂
Excellent podcast. Do one talking about camshafts. Which ones and when/if they're needed. Not much info out there.
Excellent idea!
Let's hear your opinions on wastegate routing setups, and boost controllers.
Hope to run compounds one day, but for now just using nitrous to spool a big single because race truck.
It’s s proven formula!
As someone who exists, this is an excellent topic! Great info and ideas. Maybe one day I'll translate it to my 3L diesel for compounds :)
Love it!
So can you talk about sled pulling? Single turbo but gearing ratio and auto or manual? Interesting topics here
Honestly we are not the experts on pulling. It is super fun but not a lot of it around here.
2005 5.9 Cummins, I have a Silver bullet S366/73/14 T3 looking to add a S480/96/1.15 T6 or 480/96/1.32 T6. Injector size? I do not tow. Have built bottom end.
What’s Todd’s gt55 compressor size?
Love these pod casts keep them up 👌
98mm
You guys are building my motor from stage 1 or 2 cylinder head to 6.7 crank with towing happening once a month or so and still uncertain in turbo selection
Why don’t you guys do more parts for Cummins swaps?
What are your thoughts about the triple turbo setup for the 5.9 cummins? Claim no turbo lag
The claim is false, everything has lag, in general bigger turbos always have more lag. Two smaller turbos in place of a larger turbo do have less lag than one large turbo, but the hassle of 3 is not worth the small gain (in our opinion) meaning the only real place for triples is setups so large a traditional compound setup is not big enough.
Or do a vid on sled pulling 101
Not as convinced as I was after doing so many single turbo conversions on CAT ACERT C15s etc and if twin was truly better I cannot see this being an advantage but maybe it's due to load duty cycle percentage being higher on hyway trucks
The acert was made for emissions .. people delete IVva and single them and feel stronger. They also change fueling...now an acert with better compound set up and IVva delete will have much broader torque curve and run away from a single up the passes. And leak less oil..lol. I like them both.. c15 tends to develope less oil leaks and block is a bit stronger if you are making hotrod truck...have a few triple drives out there 800hp and up...but that's a owner driver rig that will watch pyro and keep from melting them down. Compounds help alot.
Excellent info! Thanks!
does tire size effect HP/torque in this conversation in regards to towing.
Tire size effects your gear ratio and wind resistance somewhat, so bigger tires will put a little more load on the engine all else being equal. With a turbo diesel, there isn't a huge towing difference going from stock 32" tire to a 33" or 34". Once you get to 35", the taller tire is noticeably slower off the line at a stop light, and the fuel mileage suffers from the wind resistance, but still not a huge difference at highway cruising speed so long as you cruise at the same actual speed meaning get the speedo recalibrated. 37" tires with factory gearing is quite noticeable and drops cruising RPM enough to make you really wish you had compound turbos!!!
Love these turbo talks but cant relate to much since me truck is a 2014. Towing with A/C on in over 100° up grades in california over 35 psi sustained and no over heating.
Aurora 3000/5000 as a compound set for a 5.9 for 600 horse and 1100 ft. lbs daily driver????
It's pretty bad form to ask people about their competitors products 😂
Need to do a video on injectors way to much controversy not to male a video on it
Great idea!
👍💪
They're not twins. Not even close.
So I hear you guys talking about numbers and sizes on turbos, wastegates, etc.why dont we ever hear you ever talk about elevations where people live because someone setting up a compound and buying turbos in Florida is going to be a totally different set up to someone in Breckenridge Colorado or jackson hole wyoming ect.you give all these folks false hopes when they live in high elevation places just keeping it real....
Turbos make up for elevation until the turbo is maxed out. And usually the turbo is not the limiting factor, the motor is.
It doesn't matter what turbos you put on; without oxygen, they can't run. The numbers these guys talk about are unreachable at 9000 feet of elevation. All I'm saying is they should talk about how crucial oxygen and elevation are for people to reach those numbers. I see young guys in Steamboat Springs, Colorado, spend thousands of dollars trying to have a fast truck that's dependable, and no one has ever explained to them what elevation and the lack of oxygen do to vehicle performance.
They are at 6000ft or something stupid. It isn't like they are in south texas at 400ft.
@cotrevor1 turbos were literally invented to make up for the elevations of flying planes at 10s of thousands of feet in the air. You might have to account for the efficiency of a turbo but they aren't in 0 bar of air. 0.5 bar is between 15 and 20 thousand feet. That's the top of the tallest mountains in America where I doubt there are many roads and definitely not any drag strips. Are you competing in the pikes peak hill climb in your daily driver diesel truck?
Florida air is not that great with the humidity. I think average DA is in the 2500 elevation range on a warm day.
These videos are badass!! Lol