The HX82 is a G-trim turbine in a 42cm housing with a 102mm compressor. But, we have a second one in the works that's gonna get a 116mm billet compressor so we can do a Holset vs Garrett shootout!
Sometimes the race trucks become nice over time, they get stored indoors usually or under a tarp..... and it's human nature to upgrade every time something breaks!!!
That would help lap faster for a lack luster valve job, these lapped in quick, like 3 strokes, excellent CNC head machine makes quick work, don't really need to lap, just like to verify everything looks good for seat width.
If Will wants to have a chance keeping up with Josh and Todd's triple turbo monsters, he might have to upsize even more, it's sad when 1,000 HP at the tires is "lack luster".... dang horsepower junkies around here!
@@pddofficial I'll trade you drive lines :) Of course with a 1000hp on tap my wife would have an even hard time missing those giant concrete bollards that they put by some drive thrus.
I love the amount of room around the engine that you have with the Cummins. When it comes to trucks I had always had Fords as had my Dad. Kind of got used to them and they seem to be able to handle farm life so when we went to look to buy a newsed truck (sorry but I'm not spending 70-80k on something with tires) I looked at Fords, GMC, and Dodge. The Dodge was the only truck that looked like it wouldn't be a complete PITA to change injectors, turbo, IP, etc which is the reason we bought it. I don't mind paying someone to fix somethings but I like to be able to do most of the work if possible on my stuff.
PDD prototypes, they've been in-testing for over a year, but the Junker hasn't been running much for the past year.... after we validate they are reliable, we will release them for sale.
The IFG tool steel studs have been on backorder for quite a while, so Will had to pony up and get the ARP's. We may swap them out for some of the OptiTorque Torque Masters to give them a try since they are much more economical than the 625's.
I'm building a 6.2 stroker right now I can't wait to get it done I'm torn between what turbo to use I'm looking at a he500 63/70/13 from FPI or a borgwarner 63/73/12 I've got a 10 speed swap I'm wanting a solid dependable daily driver 500 to 600hp my build is 215hp pump 191 delivery valves 5x14 155 spray injectors mahle cast performance pistons high compression 155 bowl 6.7 crankshaft Hamilton 178/208 camshaft the head has 175lb conical springs Hamilton large valves slightly ported I'm thinking about trying 18 or 20 degrees timing I also have DPS manifold and a performance plenum and intake horn with a BHAF I'm looking for good power from 1500 to 2800 rpm what's your thoughts if any thanks
We've never tested an HE500 but if it runs anything like the HX Super 9 turbo we sell, it should work well. On the Borg, most of our testing on the 63mm turbo has been with the 68mm turbine, not the larger 73mm turbine. But with the stroker engine, I'm sure the 73mm will still run just fine.
Those are prototypes we've been testing on the Junker for about a year now, they were designed and built here at PDD. We made them out of aluminum to validate the design the fitment but so far, the aluminum has held up extremely well so there's a chance the finished product for the general public could be aluminum rather than steel.
I like the music, it was chill af. Nice build, excited to see what it does at the track. What is the secret to keeping egt so low? My truck has mild fuel upgrades on it and the egt rapidly spikes in 5th gear when i romp on it w/ the AFC live knobs turned up too high. I think I need a bigger turbo/intercooler maybe, but I'm not really sure, sorry for the nooblet question in the comments of a yt video.
Good question! Ported heads that move air and exhaust through the head efficiently really help with EGT numbers. Beyond that, bigger turbos help quite a bit at the higher RPM levels when drive pressure spikes on smaller chargers. Down low RPM, small fast-spooling compounds like the PDD Ultimate Towing Compounds work well to control EGT with reasonable fueling say 500 HP or so.
@@pddofficial Awesome fast reply, thank you. It sounds like it's as I expected. The air moving through my system isn't enough and the rich fuel spike is making EGT go nuts. I'm used to tuning AFR on gas turbo stuff so this is a bit new to me. Thank you again.
Love the Junker! Love all the content you guys put out, learned so much over the years. I am building a C30 Reg Cab....I need a sponsor!!!! I'll plaster PDD all over this thing!!!!!!! Forgot one thing...Dinosaur Power For The WIN!!!!!
The current setup is a max effort 12mm 215 pump with some heavily worked over 5x018" VCO injectors. Should get the truck solidly to the 1,000 RWHP mark, maybe more with the bigger air setup! We do have a 1,000 cc 13mm pump and some larger injectors to test on it after a we play with the 12mm street pump for a bit.
It stalls around 1800 RPM initially until it builds some boost, then it creeps up to around 2400 rpm. Just a touch looser than an OEM V10 stall speed. 5600' elevation in the summer time requires a decent converter with a 472sxe on the manifold!
I'm going to keep asking Will, where's the Charger build at????? Hello! Seams you could have put that engine in it.. Give up already??? Hate me all you want, or give it to one of us to actually "do" it... Todd, help me out here!!!
It's coming along, we ran out of space at the shop so the Charger is in hibernation... but winter is coming soon and then spring, and then, maybe then, the Charger will be ready!
Those seats were cut on a CNC head machine, the lapping was to verify the machine work, notice how they lapped in by hand with about 3 strokes, they fit great!
