210/215 is the rated engagement for the KD clutch, and while it's a fine line from too hot (220+), I'm confortable with 210 as my planned upper limit. It's worked for our engines so far, but they're not pulling 12k lbs up pikes peak, either.
The only Banks part left is the passenger exhaust manifold. I never liked the reviews on the T04B, so I have the 6.9/7.3 TE06H wastegated turbo. Very favorable backpressure/boost ratio up to about 20psi boost.
You and I are thinking similarly about air gaps. Close out the sides so all air must flow through the core opening.
Curious to see what those folks come up with on the Horton. I'd plunk down some change to have certainty and control over the temperature engagement. Not every hill needs 3rd gear, and I'd like the same performance when pulling in 4th, locked or otherwise. Also would be nice to have truly free spin at idle or cruising.
David
The only Banks part left is the passenger exhaust manifold. I never liked the reviews on the T04B, so I have the 6.9/7.3 TE06H wastegated turbo. Very favorable backpressure/boost ratio up to about 20psi boost.
You and I are thinking similarly about air gaps. Close out the sides so all air must flow through the core opening.
Curious to see what those folks come up with on the Horton. I'd plunk down some change to have certainty and control over the temperature engagement. Not every hill needs 3rd gear, and I'd like the same performance when pulling in 4th, locked or otherwise. Also would be nice to have truly free spin at idle or cruising.
David
