ksalmine

C32B is close to my build about displacement and power. That three turbo system seems to be clever, CAT run all exhaust trough one charger at low load and rpm, when that charger goes edge of compressor map two other chargers start open their throttle and exhaust valves so boost maintain probably same through rpm range but air mass flow add one after another three different compressor maps together.
Fountain will get four speed transmission so it doesn't need low rpm power but third charger or four chargers could be option if I need more more power some day. HX80 can modify to bigger wheels but some point it lose too much low end power. Sequential charging could be good choice also, run both banks through one charger first and upper rpm it use both chargers

ksalmine

Gale Banks is king of diesel engine builder. I have seen all his youtube videos and he speaks wise things. I hope he will continue killing duramax episodes. Almoust every other engine guy pull few seconds dyno pulls but Gale give engines run WOT at good amount of time

kidturbo

I'm heading back out his way pretty soon to reassemble the OG Duramax boat that's been apart for past 6yrs. So will see if I can get together with him again on latest turbo option.

I certainly appreciate anyone secure enough to lay the throttle down and walk away. Only place I've ever walked past a dyno cell with nobody tending it, while one is spinning wide open, my friends at Innovation. More than once I've heard one of their custom C's screaming, walked into the dyno room, and nobody home. Checked the gauges and went back to what I was doing.. No fake wide open for 20 seconds videos. Rather just a normal day at the office testing an engine built to run WOT for 22 of 24hrs in the day. Making a mild 1400 torque at 3800R look easy. That's what I'm shooting for in the V8's. And as others have learned, it's not as easy one might think to achieve that level of performance from a little 6L diesel. Sounds easy enough on paper, but when ya realize the R&D time it actually took to get there, nothing but total respect..

ksalmine

Over 80hp/liter diesel engine builder can introduce yourself at professional if engine stay together at long WOT periods. This my Fountain build point is get engine that have maximum displacement compared to weight so hp/liter stay down. 38.88liter V12 that weight 764kg without accessories is not bad. R&D takes time but in Finland we have 3 months warm boating time so 9 months time engineer and build boat forward. It's part of hobby.
I build few years ago 500hp 502 with Holley EFI to my Formula 252ss, it run 10 minutes continous at WOT on dyno, if it have some problem I do not want solve it in bilge, easier fix it on engine stand.
I have two 2500Nm eddie current brake and have think about put them series after Transmash to make dyno. But in this case it takes so much cooling water that I have to get engine next to the lake so at same fuel and trouble rather put it in boat and run test drives with necessary dataloggers.

kidturbo

I did my dyno work on a twin break Dynomite with 3000gal water tank for the brake. Then we added 1400gallon tank just for the engine. Worked well, but his setup is a custom flywheel to driveshaft only connection. I spent a few week designing and building a carrier bearing splined adapter assembly to fit our SAE plate and 1200 series Merc damper.

Soon as we bolted it all up and started the engine, realized I'd chosen the wrong bearing for the setup. And the runout was more than my buddy with the dyno, or myself was willing to risk our other attached hardware on. Scrapped it and hastily built a new rear engine mount to run his flywheel. Spent next 5 weeks running both engines every day until we felt had a good setup. Reason so skittish on changing turbos again.. lol

Best long run dyno setup, once again my friends at Innovation. Couple old single brakes fed from a 1-acre pond out back. With cooling towers on the return lines. Pond has a nice ramp and dock also. Whenever I opened up the cooling system, change drives, or ect, just swing by and back down into their freshwater pond. Thinking of doing the same in my front yard, have the pond, just a little frozen over today.

kidturbo

As per the HP per Ltr comparison, I've learned a lot from my commercial truck buddy who recently built a shop in my front yard. Wasn't impressed with their 16L diesels only making 500hp, until I saw the Torque and Max RPM numbers. They are running basically the same turbo we use, mid 40psi boost range, and low pressure mechanical injection. Then read 2500lb ft of torque, produced at like 1200Rpm. Had to smack myself. With 400k mile rebuilds, yeah I'm a bit slow at math sometimes...

2.43hp per cubic inch and a 5000Rpm range I'm working on, vs 0.5hp per cubic inch and 2500Rpm range is all I saw. Then seeing the commercial internals, realized what all that extra weight was for. In the end cubes easily wins on torque and reliability, just heavily overweight for anything trying to achieve 100mph speed on the water..

Markus

that’s not what diesel engines are for

but I appreciate the effort

ksalmine

502 bbc weight 350kg? So it have 42kg/liter of diplacement. Transmash weight 1000kg when ready, its 25.7kg/liter. Engine is not my problem to get 100mph diesel boat. Propulsion is possible problem.

ksalmine

Cummins 6.7, 658kg, 98kg/liter Merc racing 1350, 9l , 782kg (this should contain drive? So its not correct) 86kg/liter
Volvo D6 5.5l, 580kg, 105kg/liter
Seatek 10.3liter, 900kg, 87kg/liter
Transmash 38.88 liter, 1000kg, 25.7kg/liter
you can see the benefit....

kidturbo

That is an impressive kg per liter number when you think about it..

My alum head Duramax along with 2spd transmission attached, weighed in at 580kg without intake, turbo, or front accessories. That weight included heat exchangers and my over-built 3/8" thick front and rear engine mount plates. So we can call it 650kg or there about, for a 6.6L fully rigged in the boat. Slightly less than a 6.7L C bare engine. Or 100kg per Ltr be a good round number per side ready to go.

From my early estimates, the Duramax setups are slightly less than the 900SC BBC's that we pulled out. According GM, a stock tuck Duramax tips scales at 378.75 kg alone with all the emissions junk. Or 57kg per Ltr from factory, making a whopping 400hp. So if my version will hold at 1000hp, that 100kg per L equals out to 10hp per kg. Along with 1550 torque. Making the 1350/1550hp 9L Merc, far less impressive with a 200hr rebuild at best.

But again, the diesel issue has never been lack of power, it's lack of RPM that's kept them sidelined. Hindsight, a 3spd transmissions at minimum is required behind any high speed diesels.