This was just a test fit to see if it was possible. The frame is now being used for a 1948 Diamond T build.:) The 6V71 patiently waits for a chassis to go into.:)

LOl, I happen to have just that.:) It's BorgWarner K31 off a compound system I ran.:) It's a 71/77 turbo, didn't have the fueling before to run it efficiently, but would probably work in a compound setup now with the 100cc injectors.:)

Very true, would love that.:)

Thanks, yes both my F350 and this engine have block and oil pan heaters.:)

I'd turbo an N engine without question as long as you don't overdue the fueling. I'll be testing quite a few turbos, from small to large, so lots of options.

​@@detroitgarage9430are you saying you would do it without the poston change ?

Got a turbo for my N, just not pushing the injector size super big and keeping boost to 10-15psi…but new liners and pistons would be nice. Biggest issue with non-turbo block is the hole from the air box in the rear cover…

@@greywuuf Yes as long as you don't go too big on the injectors. Turbo it and run N60-65 and install an egt gauge. Lots of guys have run them like this. When I get around to it I plan to turbo my 6V71N and run N75 injectors in it.:)

@@clayclifford3930 Very true.:) Should work pretty nice.:)

@@user-gf3mu5uc8j See if I can can get the perfect single.:). Definitely thought of compounds, ran them in my truck. This last turbo would make a great primary paired with a K27. The issue is space as the Diamond T has a tiny engine bay.:)

@@wazza33racer Can’t wait to do a dyno day tomorrow and see how it performs.:). I like what see.:)

True, getting some serious numbers out of the little 4-53T.:) Drive pressure should be what the airbox is making, so the airbox is 35, drive 30 and boost 23. The drive pressure is less than airbox, so this is a good thing. If I were to bypass the blower, then boost and drive will be very close. You'll see that when I swap out the N for the bypass blower.:) No aftercooling, just the intercooler doing all the cooling.:)

:)

I'll know more after Saturdays dyno run, but from the short runs I did I like what I saw.:) I'll do so low rpm pulls and see how it recovers and what smoke it makes.:)

@@rodneymiddleton9624 :)

@@lewiemcneely9143 :)

Yes, me as well.:) From the quick run I did it pulled pretty nice. Yes, you're math is correct.:) That's one of the reasons I went up to the larger turbo, just to see if it was a viable option with the larger injectors.:) It seems to like it, so full dyno day this Saturday to see how it does.:)

@@detroitgarage9430 The guy running the 12-V in the truck was running two 6V exhaust setups with a turbo on each, straight pipe. What turbos I have no idea but he said it was pulling 733 horses. It was sure a sweet rig in that GMC long nose.

@ That’s awesome.:)

Thanks for confirmation on my math, iv always wondered if the turbo off an International DT466 would work as a single or low pressure compound set up, but most I find are divided housing…

@ I looked at the DT466 turbo, similar to the HX40.:)

:)

👊🇨🇦

:)

As long as you have a good source for veg, either choice will burn it.:). Both great engines, I take it that the wagon has an Om617?

@detroitgarage9430 yep it does. I like the idea of the ford for more storage ofoil

Yes it's just a tiny engine, only 212 ci.:) Compared to the 71 series, they're small.:) It's amazing that it pushes my 9000 LBS truck down the road and hangs with traffic.:) Great engines.:)

​@detroitgarage9430 speaking of that i have been looking for and at a lot a 4-71 video ( because that is the correct engine for my truck) and the blower on them appears to be much larger. Maybe even twice ....is that correct in your opinion ? At any rate they apear to be Much "thicker" I guess like the rotors are about twice the "diameter" ( weird description of a loved shape... but i think I am getting my point across?)

Yes the 4-71 has a very different blower design. They're 3 lobes compared to the two the 53 series uses. Twice the diameter would be a fair comparison.:)

Thanks, having lots of fun dialing in the 4-53T with different turbos.:) Next dyno session will be with the BorgWarner 364.:)

True, be running trails in the Dyno Mule once it's in service.:)

Thanks, going to try the cetane boost.:) A lot of viewers have suggested it, so I'll try some for the next dyno session and see what it does.:) Also try it in the veg oil and see if they're any changes.:)

No, I took the Coquihalla.:)

It does three things, cools the air charge, adds about 10% power and lastly keeps the airbox, liner ports, rings, combustion chambers and injector tips clean. I'm testing this out on the Mule to see how much power it adds. My daily driver has the same system and wanted to see how much power it adds. For running veg oil it's the perfect add to make up for the 10% loss in power running veg oil. I now have 60,000 miles on veg and the 4-53T is staying nice and clean.:)

Thanks, looking forward to newer turbos to test.:)

Me too.:) Yes the divided turbo housing probably only works with the divided manifold.:) Custom stainless header would be nice, but not this time around.:)

Yes, pulling some serous torque now.:) See how it does with modern turbos.:)

Ah I see.:) The best way to run this dyno long term is to make a water tower. You could use a 45 gallon drum or two stacked. I've pulled the fan and alternator load from a Detroit manual, so it's pretty close. Maybe 5% error at most, so not too bad. With the large injectors I'm running I'm maxing out the cooling system as is, so a box fan just won't be enough to cool both the intercooler and rad. Do you have electronic controls?

Thanks, I'll add a quart and that should help.:)

Thanks, very true.:) Next turbo is going to be the BorgWarner 364 64/73 and see how it compares to the old Garrett T04B 66/65.:) Should be entertaining, maybe try some cetane booster and see if it helps at all.

Thanks, very true.:) I'm very impressed with the engine and overall performance. Egt's are low and smoke on this run is almost gone.:) I'll try to improve overall HP and torque numbers with newer turbo's, injector and cam timing and see how they effect HP and torque. For my truck I built the turbo for 90cc upgrades, so I'll probably swap those 9290's in it this summer after I've run them again on the dyno. They were really nice as well. Corrected for the #1 diesel they made 260HP and 590 FTLBS of torque.:) That's about a 10-15% bump in power to the 7A77's I'm running now.:)

@detroitgarage9430 that's so impressive for that "baby of an engine." Low EGTs, little to no smoke, good numbers...cant wait to see it going down the road one day!!

Thanks Mike.:) Probably what I'll try. Just have to make a oil drain for it and it's good to go.:)

That's very possible, I'll be testing some more divided housings and see what the outcome is.:)

Yes the dyno is calibrated. I've applied a correction factor of 20HP and 40 ftlbs to the numbers to account for losses do to the fan. #1 diesel is 10% lower btu's to #2 diesel, so a 10% factor is added now for that. Those corrections are within 5% of the calculated HP and torque numbers for the larger injectors.:)

Good idea, thanks.:) Going to try Cetane boost as well and see if it actually changes the numbers at all.:) I've never tried that product before, just figured it was snake oil.:)

Thanks, should be some fun.:) Looking forward to some modern turbos.:)

@@detroitgarage9430 Waiting myself!

Yes that's essentially what the blower bypass does.:) I do this on my Silver in my F350 and it works really nice. I bypass the blower at 10psi boost and the turbo feeds the other side of the air box.:) I'll most likely end up doing the same to the Dyno Mule.:)

Sim, é verdade, nem perto do mesmo poder. :) Só queria testar este. :)

The blower isn't really a supercharger in this application per se. If a Roots blower can supply more air to an engine than it can use NA then the excess air it provides then allows for the use of the term supercharger as we know it. On a non turbo Detroit Diesel uniflow diesel the blower remains a blower and provides air for starting, idling and normal operation. The airbox pressure is about 0.7PSI, the small excess allowance in air pressure to make rated power in hot and high, high humidity environments as well as normal blower wear and tear. Even Detroit Diesel use the nomenclature NA (Naturally Aspirated) for their non turbo 2 stokes. GM-EMD likewise. The reason the blower is retained on the turbo variants is for starting, idling and all operation where there is insufficient boost to run the engine. People have played around with blower drive ratios on DDs - even the factory IIRC but outside of high performance applications where reliability is a primary consideration mucking with the blowers is costly when the same result can be done with a turbo (since you can't just change a belt and pulley size like you do in a car). Also, from what I gather the boost gain performance superchargers make on a Detroit Diesel is still still quite low. There's this guy that has a homemade common rail injection system on an 8V92 that he built himself and he does all that blower stuff as well as the turbo but he's cracking heads at 3500rpm in loaded truck drags. To say he rolls a bit of coal would be about the mildest description you could apply...

Yes, the divided exhaust manifold is require for the divided exhaust housing. Just a test to see as a lot of newer turbos come divided. There's not as many options for open exhaust housings, so that's why I was testing this. After market superchargers like the whipple are available, but very spendy.:) I prefer to use the roots blower and bypass it for better top end performance. I'll be testing the Silver blower later that has the bypass valve built in and see how it compares.:)

Thanks, well said.:) I'm really looking forward to testing the Silver bypass blower for a comparison.:) Possibly pick up 16 HP on the top end vs the N blower.:)

Excellent job of demonstrating to people that a Blower is NOT a supercharger!! You are truly a gifted educator sir !!​@ThePaulv12

@ThePaulv12 Then it shouldn't matter which blower you run on a Detroit.

Thanks, some better turbos coming, so should be interesting.:)

Yes, as long as it's well filtered, Jimmy would burn it.:)

#1 diesel is Kerosene.:)

True, I burn veg oil that I collect from four restaurants.:) 60,000 miles on veg now and loving it.:)

:)

Thanks very nice, I do like the dent sides, great trucks,:) So far it's holding up pretty well.:) I've just passed the 70,000 mile mark on it and running great. I have done some front end work on it, but truck has 250,000 miles on it, so things wear out.:) Has a Dyna 60 front axle and Sterling 10.5" on the rear. Sterling are close to the Dana 80, but not sure.:)

@ cool thanks for your response my thoughts were on the newer sealed wheel bearings I’ve replaced three sets on my 02 f 350 250,000 miles 7.3 crew cab not hard miles not huge tires everything factory except for the tires and wheels on the 70 model lots of miles and no wheel bearing issues thank you for your time your truck I’ll bet turns heads !

@@ThomasJones-b7d Yes, I'll soon be doing axle seals, and upper and lower ball joints. Showing signs of stress, but nothing urgent.:)

@ cool thanks for the response

The 4-53 is louder than the 6-71.

:)

I'm trying to stay with a single as I don't think the compounds will fit under the hood of the Diamond T.:)

Thanks, that's very kind of you.:) There's too much to change to make it work on the Detroit. Without a stand alone controller, you'd basically have to convert it to mechanical unit.:) I've looked at the HE351 CW many many times in the past and present. It is on the list of possible turbos to use.:) They come in many different sizes, so a really sweet turbo.:)

Yea I bought for my 453 thinking it would be cool/ different, but lack the machining skills to convert to manual control…

@@clayclifford53 They're a sweet turbo,:) Just need a stand alone controller.:) They do make them, but very spendy.:)

Yea the cost on controller was concern, I like the HE351CW as well, modern turbo with lots of options available and not too costly to acquire on EBay…

@@clayclifford53 :)

Thanks, that's great, probably had 9200 or 9210 injectors.:)

I'm glad you like it.:)

The term lit means you got the turbo spooled up and performing well.:) This cobbled together unit 66/65 did not start to perform until I got into the 90cc injectors. At that point I had enough fueling to get the turbo to finally start burning all the fuel. The 100cc injectors are even better at there's less smoke and boost, airbox and drive pressure are all within 5 psi of one another. This turbo still struggles down in the lower RPM range, so it truly needs a smaller compressor or a slightly larger turbine.:) See if the divided housing and slightly larger A/R helps.:)