It’s a precision 39mm gate and a magnum 70 mm turbo.
There are some huge 50+ mm gates out there. I think the Mvr I put on the jeep was bigger than mine
Illest is right. I would run a bigger gate if possible. Is it an open dump or recirculating? Also what does your exhaust look like after the turbo?
I could run a bigger gate but I’m thinking of a second one for high boost and when the cut out is open.
It’s open dump
Full 3 in straight back to a 40 series flow master. No cats.
Probably not the easiest thing to do with the setup at this point, but if you plan to keep the boost levels low, you’re going to need more gate to keep up with that beast.
I run a 44mm MVR on my setup and it has treated me well. Hard to tell if that’d be enough for you or not (im on a 66mm borg flows ab 82lb/min), but i’d certainly start thinking about upgrading.
Right I hear ya. For the future build ill be placing the wg in a different spot and position it better. Also use a v band instead of the two bolt flange style I have now. I’ve been trying to learn about this turbo crap as much as I can.
Sucks having a cutout and only being able to go 1/2 throttle.
Friday I will have a new tune and play w the boost levels and cutout.
---------- Post added at 11:00 AM ---------- Previous post was at 10:57 AM ----------
Is there such thing as having to big of a wg?
If I’m gonna spend 500 on a bigger mm, Why not another hundred for an even bigger one
Cool man, Ik you’re just gettin’ into this stuff. I couldn’t tell you the first thing about a smallblock ford :lol:
Wastegate placement has a lot to do with how well it will perform as well. Do you have any pics of where its located? The manifold should be built to allow for wastegate priority.
---------- Post added at 11:12 AM ---------- Previous post was at 11:07 AM ----------
In short, yes, you can go too big. Ik that is rather vague, but a lot of other things come in to play, type of boost controller ect ect.
Wg is place on the cross over tube from the driver side to the passenger side.
I have a million pics on my old phone, but its smashed and I never uploaded them.
Your better off checking it out in person.
---------- Post added at 12:01 PM ---------- Previous post was at 11:59 AM ----------
I do not want or need a boost controller. The springs are cheap and work. It’s set and tuned to a psi where the truck likes it and its not gonna blow. The fuel, timing, boost are all set. I do not run race gas or tweak anything.
Pat with the 30th has the same style turbo setup as you I believe right,? if you’re running a small wg it may be the problem (and probably is) but also the placement. It should be where the two exhaust pipes merge right under the turbo flange. How far off it is from the collector will change how it creeps too, as well as your dumptube for the wastegate ( unless yours recirculates)
every big turbo car ive seen with low boost will usually run a 44mm or larger wastegates. You can find a used tial piece typically around 250ish
A boost controller may help as well as Illestrolla said
Even on factory turbo cars the boost levels can sometimes creep up.
It would be hard to get a wastegate that is too big, especially with the setup you have. But your 38mm Tial definitely seems too small.
It sounds to me like the reason you are seeing more boost with the cutout is because the turbo is flowing a lot more air with little backpressure. With the increased flow, that little wastegate is having trouble evacuating the necessary exhaust, thus pretty much forcing it through the turbo, increasing boost pressure. A large gate should solve your problem completely and be more conisistent/predictable.
I have a 76mm turbo only running 5-6 psi. My 50mm JGS WG maintains no problem - It is a pretty nice unit and was only 300ish if I remember correctly. Though placement is what will play the biggest factor.
I don’t think pat and I have the same setup or anything close to it.
That is exactly why it’s creating more boost. The turbo is moving a lot more air easily. It’s becoming more efficient.
Not sure on what I wanna do. I installed the cutout for being loud not for making more power. If I need to change my wg position and or size. That will be in the future. Right now it’s very controllable w the exhaust and 95% of the driving I do. I’ll keep u guys updated. Thanks everyone.
---------- Post added at 04:30 PM ---------- Previous post was at 04:28 PM ----------
I still don’t see how u guys are calling a 70mm on a 5.3 a big turbo. Lol
because we all have 56-60mm on 4 cylinders 
for your application it isn’t really that “big” but if you were running a very small turbo at the same PSI you would be fine with a smaller wastegate like you have.
as far as what i meant with pats setup is im assuming you’re using the truck headers , which go into 1 pipe on each side, which then merge from 2to 1 into the turbo. the wastegate needs to pick up the exhaust from Both cylinder heads. the pipe to the wastegate from the collector should only be 3-4 inches max. like someone else said the exhaust pressure is not exiting the wastegate fast enough or enough at once and it’s pushing the air into the turbo instead.
the boost controller would help limit the vacuum used for the wastegate so it shouldn’t go past a certain amount of boost. it’s just another fail safe really. say you had an 8psi spring, but wanted to run 20psi, your 8psi spring would still work because the boost controller controls the vacuum. unless you have boost cut setup , if something weird happened to your wastegate during a pull and you weren’t watching the boost gauge 100% your car could go from a steady say 14psi to 3x that psi like my car and blow up
High boost = run smaller wastegate
low boost (anything up to 15) = run larger wastegate
Larger wastegate for sure or you could always run a twin 39mm wastegate setup. Not enough exhaust is flowing through that 39mm to bybass the turbine. This is a cool build.
60mm on a 1.8l and 70mm on a 5.3 is big difference =]
I do not have truck headers flipped, I have a log manifold and cross over pipe. driver side goes down under motor, up into the pass side manifold into the turbo. I know the gates not flowing enough with free flowing exhaust, thats the issue.
I understand what a boost controller does but again putting on one my truck will not solve the problem. lol you guys are killing me. what controller did you use? there are so many great ones on the market, but again most are used for two ideas.
1 = 93 pump, makeing 10 psi safely
2 = 116 race gas, making 17 psi safely
Again im not switching tunes or fuel for diff setups, I only wanted it louder with the cutout open. So the answer is to add a second gate or put a larger one in a better location.
love the idea of 15 psi being low boost. hahaha. Im thinking about the 2nd gate mounted. the flange i have now is only big enough for a 39mm. so i would have to cut it off, put on a new larger one, get a new gate…
when i could buy the same gate i have and mount it.
or turn it up to 16 psi and keep my little percision and leave everything alone =]
ps - injectors showed up yesterday. Fri morning ill be swapping injectors in New Eras parking lot. I was playing with the stall yesterday and got it up to 3k and about 8 psi ( opening a shutting the gate - sounded like a 2 step ), but when i launched it, it didnt shoot out, im prettty sure this is what Mike said he will have to plug in for. It kinda had a stumble then took off. I cant wait to unleash it.
900 in a Z71 would be awesome.
Holy shit thats awesome.
Good luck today
70mm Z71 Stage II Complete - Trans,TC,injectors = vids/pics/results
New built 4L70E trans, Yank TT3000 stall and Delphi 60lb black ops injectors.
Took the hour drive from buffalo to rochester where a truck buddy met me to help swap the injectors in the parking lot. Then Mike at New Era Performance strapped it down and fine tuned the truck at 8psi. Two weeks ago it dynoed 402 460 at their open house, last week the trans and converter went in. I know stalled converters will dyno lower but make up for it in light to light action. With only those two changes it dynoed something like 358 385. After a couple tweaks, Mike made 368 392. Which is again at 8psi and the converter change dropped my hp by 44hp.
Then we opened the cutout. It made 10 psi w the cutout open and mike made a couple more tweaks. The final results are 411 408 at 10psi. It holds 8 till about 4500 and slowly climbs and stays at 10psi.
So just opening the exhaust made another 2 psi and 43 rwhp and 16 rwtq. Pretty interesting proof of flow and turbo efficiency. Thanks to my wife for surprising me with the cutout! :). Removing the air filter from the front of the turbo did not have an effect.
Then Mike, Darryl and I piled in the truck to do some street driving. After a few 0-70 pulls. Mike gave me his thumps up. It was spinning / chirping the tires in 4x4 w us three and 3/4 tank of fuel. Brake boosting 3,000rpm with 8psi is amazing. That’s what I wanted to feel, I need to get sub 2.0 sixty foots for when I wanna wax some one at a light. He then fine tuned the lock and unlock in OD.
To top the afternoon off, Mike took me for a ride in his truck, the New Era work truck build. It’s a violent lunch and the truck hauls ass. It was a totally different feeling than I have ever felt. I own a 9 sec car and have been in fast vehicles my whole life but experiencing that in a 5,000+ lb truck was awesome.
Stage III will be next year. Cam, gaskets, studs, and a what ever it takes to get a 500 hp dyno sheet. I am uploading vids now, brb.
Cutout closed: http://www.youtube.com/watch?v=kUrnPuq-GKw
Cutout open: http://www.youtube.com/watch?v=YxY_639cRGE
New Era Performance Truck Launch: http://www.youtube.com/watch?v=a69uIdkVkPM
Awesome man!!!