Bank's T04B Sidewinder Turbo

[britannic]

Now I have upgraded to the MHI TE06H Turbo, I have this very lightly used Bank's T04B Sidewinder turbo up for grabs: Bank's T04B Turbo 4 Sale (http://www.imagestation.com/album/?id=4289276535&code=6296901&mode=invite)

[patrick m.]

is that the one that made more boost than you wanted?
looks like it will bolt up to my manifold.
i'll bet i could bend a down pipe to fit.
tell me more :D pma7981964@comcast.net

[britannic]

Yep, this is the turbo that wound my 0-15psi boost gauge off the scale in my 6.2L "J" Chevy M1028 CUCV. I only had it installed in the engine for around 8000 miles and it's in perfect condition, no bearing play, clean, no cracks, dings or rust.

The only sign of use is normal soot in the exhaust turbine. It has an A/R of 1.00 and is good for around 300HP with an intercooler.

Bank's over specified the T04B, so that a stock 6.2L with modest exhaust flow could only get about 7-12psi with it, my engine is definitely not stock any more and I was getting considerably more exhaust gas output - the MHI turbo I have installed, was designed for a 7.3L and my engine has no problem getting 15psi out of it and fully opening the wastegate.

These turbos have the same bolt pattern as the GM 4,5 and 8 turbos fitted to the 6.5L, so either the Bank's manifold or the OEM GM one will fit it.

[ 08-28-2003, 11:15 PM: Message edited by: britannic ]

[ropinfool]

If I ever get my truck running right I may be interested, but I have a feeling I'll just reduce the price and sell it so I can buy something with more power. But just in case, how much do you want? Thanks. John

[britannic]

I'm open to offers; Bank's sells them new for over $1000.00.

[90LX]

Originally posted by britannic:
Yep, this is the turbo that wound my 0-15psi boost gauge off the scale in my 6.2L "J" Chevy M1028 CUCV. Bank's over specified the T04B, so that a stock 6.2L with modest exhaust flow could only get about 7-12psi with it, my engine is definitely not stock any more and I was getting considerably more exhaust gas outputA few questions. How high were your EGTs with that turbo and the 4911 pump with 6.5 injectors? Could you turn down the fuel to keep the boost under control yet still have decent performance. How is your mileage with your current setup? I wish all of your old posts about your project were still available. I'm thinking of installing a 4911 pump with 6.5 injectors on my Banks setup. Any further info you can provide would be appreciated.

[britannic]

Originally posted by 90LX:
</font><blockquote>quote:</font><hr />Originally posted by britannic:
Yep, this is the turbo that wound my 0-15psi boost gauge off the scale in my 6.2L "J" Chevy M1028 CUCV. Bank's over specified the T04B, so that a stock 6.2L with modest exhaust flow could only get about 7-12psi with it, my engine is definitely not stock any more and I was getting considerably more exhaust gas outputA few questions. How high were your EGTs with that turbo and the 4911 pump with 6.5 injectors? Could you turn down the fuel to keep the boost under control yet still have decent performance. How is your mileage with your current setup? I wish all of your old posts about your project were still available. I'm thinking of installing a 4911 pump with 6.5 injectors on my Banks setup. Any further info you can provide would be appreciated. </font>[/QUOTE]I had no problems with EGTs, just turbo lag and smoke until the turbo got going, which it did really, really well above 2500rpm.

If I had installed the 700R4 earlier, I probably wouldn't have needed the wastegated turbo, since it's a lot more controllable if you have gearing that keeps the rpms and hence the gas output down.

I've also found out from research and talking with turbo specialists that 17psi is a drop in the ocean for a high compression diesel, but it's better to keep boost below 14psi, unless an intercooler is used to keep the air dense above that.

[britannic]

Here is why the Bank's 1.0 A/R turbine can do very well and even better, when the compressor is treated to an intercooler (this is from Garretts catalogue):

A/R- A/R describes a geometric property of all compressor and turbine housings. Increasing compressor A/R optimizes the performance for low boost applications. Changing turbine A/R has many effects. By going to a larger turbine A/R, the turbo comes up on boost at a higher engine speed, the flow capacity of the turbine is increased and less flow is wastegated, there is less engine backpressure, and engine volumetric efficiency is increased resulting in more overall power.

I love the bit about more overall power :D :D ...

[ 09-02-2003, 11:07 PM: Message edited by: britannic ]

[britannic]

Originally posted by 90LX: How is your mileage with your current setup?

With the T04B/TH400/4.56 diffs I was seeing between 10-13MPG with an unrepeatable best of 14MPG.

After installing the MHI TE06H and fixing the airleaks in the fuel system, MPG never dropped below 11.3 and the high was 15MPG.

Now I have the 700R4 installed, the first figures on 5 fills are better than 16MPG, with the last 2 tanks computing at 17.8MPG, but I'll believe the averages better after at least 10 tanks.

[90LX]

Thank you for the further info. I'm still learning quite a bit on this board. I'm glad I printed out some of the old articles before they got wiped out.