I believe it would be way to big. This beast is for industrial generators.

Would be perfect if aiming for big power as its VGT. It might be for larger motors but the engines it is designed for only spin to around 2k. Get some cams and valve springs in and you'll be flying.

Well, it is on both 8.1 and 15+ liter engines. I will be putting its sibling the 451 on my 7.3 😅

Incorrect. Cummins turbos have the best wear resistance of all heavy class diesels. You just seem to have a chip off of your shoulder. These Cummins VGTs truly beat out the competition.

@@maritimeus I’m not comparing them to any other brand of turbo. I Simply stating that all vgt turbos fail and are insanely expensive to replace for the average owner operator. I’ve been out several of these things and have just about broke me every time. if that gives me a chip then so be it.

250K miles on a heavy duty diesel is a great way to get a person’s money’s worth out of a truck. It’s like when people complain when tires need replacing at 60K miles. But a diesel that gets a quarter of a million miles out of a reliable turbo is like a blessing. Sorry you haven’t had that experience.

@@maritimeus unfortunately I haven’t. I’m old enough to remember 500,000 miles was the norm. Now you’re lucky to get 250,000. My point is things aren’t built reliably anymore. Nobody cares what the average owner operator can afford. That is probably by design because they want us all out of business anyway. Whenever they ban all diesels and require electric trucks only I’ll be done

Should I just swap out a regular one? I’m buying a 2021 later this year. Also doing a full delete as well

@@TheFluffyWendigo I know you can put a no wastegate turbo in them, but required programing of the ecm.

Eh might as well put in an Aurora 3000 kit if I’m doing that

How do you control the vanes? Is is closed position until boost is made or computer controlled?

I want to put it on the bmw 530d

Nope that'll fail, all diesel powered turbos are the same. The key is not shutting off the engine right away like everybody is used to doing.. Need to let it cool down 5 five minutes on high idle to prolong turbo life.

@@StickNclutch Nope the Cummins turbo is way better and fails less I have experience with both . I see these turbos get abused by dozer and wheel loader operators that put put the machines under extreme loads and they don't wait 5 minutes to cool the turbo they should but we’re lucky if they wait 1 minute before they shut them down and we still don't have many turbo failures, its pretty rare . Carbon effects the navistar variable geometry fins way more than the Cummins variable geometry design which is what I was talking about anyway, it doesn't really effect a Switch Blade style at all if you even know what that is . I've been a diesel mechanic for 19 years so I know it all about Diesel engines and turbos smart guy .

@@dave0z96well alright then 19 years of experience I guess you won that... Bravo smart guy 🎉👌👏🏾👏🏾

These turbo are TRASH ! Stupid VGT always causing problems.. If it's not the actuators failing it's the veins sticking and damaging ..

does your truck have any modifications to the powertrain or ECM tuning?

@@jessequentin4441 nope. Stock as it can be.

220000 miles on mine. 2007 Ram 6.7

Moisés Padilla el oring de eje de las.turbinas

Its two turbos connected . A small one for acceleration and a larger vgt for boost at low rpm.The big turbo's compressor wheel leads to the small turbos compressor wheel. The exhaust flows through the small turbo then to the large turbo. Although there is additional valv and piepes for different modes. Ford's 6.4liter power strokes have a similar setup but with no bypass valves. (Im a ford guy here to learn bout what he's up against) But other than that both setups give your truck a seat of pant acceleration. P.S don't ever buy a 6.4 powerstoke (2008-2010 fords) if its a "good deal" something is bad wrong. Not because of systems like this which work amazingly, but because 6.4s have many problems that are expensive and are caused by the dpf.

not really. this isn't like the ford. the ford 6.7l had 1 turbo. it had 2 compressor wheels on one shaft. both driven by the same turbine. That design sucked at high altitude because it had no variability. Then now went back to a conventional VGT. This cummins setup has two separate compressors and two turbines. aka two turbos. The valve on the intake and exhaust is to determine if the flow goes to both turbos or just one.

Kind of... If the small compressor didn't feed the larger one then where does it get the air from? there is only ONE intake. Like you said this cummins setup has two separate compressors and two turbines. aka two turbos. The valve on the intake and exhaust is to determine if the flow goes to both turbos or just one. If you look at the 2.53 and 3.45 marks you can see the side profile of the compressor housings. If the intake valve is closed the larger feeds the small. If the valve is open they both get fed but since the path of least resistance is now the intake the flow "skips" the high pressure compressor. There is only 1 intake valve so its either open or closed... yet there are 3 conditions... low pressure turbo, high pressure, or both. one of those modes happens with physics and natural air flow.

would you like some cheese with that?