I was wonder what the stock sizes for the 02/03 crd turbos are? As an 45/47/12???? Or something in that general area. Thanks.

So can someone correct me saying the stock turbo is a gt2056v turbo and the specs area 41/47/5 or 6cm housing? With a oddball size exhaust flange. Maybe kieth can chime in on it. I was wondering if a 44/50/9cm hx30 be a decent speced turbo to run on it or just plan laggy. I was also curious what the specs on the injectors where like a 4 x .005 or somthing in that area?

What will you do about the VGT?

Stock turbo
compressor wheel- 39.6/56mm
exhaust wheel- 42.6/47mm
A/R-.64

HX30 is a huge step up, depending on the exact one you find...
compressor-40/70mm
exhaust-52/65.5mm
6cm

There is not really any good way to decide what centimeter equals what A/R.

As far as the injectors go I dont think people have looked into it enough to decide the specs on those.

The early turbos had a smaller bore and were not variable vane, the manifold mount is also different size, as is the down pipe connection,etc etc. There is no backward compatibility as far as I am aware.

Well like i was looking i could go with an hx 30 with the specs of a 44/50/9cm housingor was thing an he221 turbo that has vgt built in if i wanted to keep the vgts in place. And from what i gather the main problems with these motors are timing belt, egr system, head gaskets, and intercooler boots right? Im curious what it would be like in my 2011 ram 1500 4x4.

You want to do a turbo swap to the RAM, or the whole engine?

This engine would not be a good candidate. It has a critical flaw beyond the list you mentioned - the bottom end bearings tend to melt away and the engine flies apart. I had it happen twice to me, and it has happened to about 5 others that I am aware of here. I'm sure there are many more.

_________________
Proud supporting vendor of LOST Jeeps
TRAVELING CRD TECH. I come to you!
Need help? Just ask! I've taken it apart more than most.
Email jeep [at] maincomputer [dot] com - BOARD MESSAGING IS BROKEN
Over 225 CRDs currently driving with my valves, timing belt, rockers, or ARP Studs.
Bad noises = REALLY bad things.

A 4bt Cummins would be a much better candidate for an engine swap.
Cheaper too.

_________________
U.S. Army Retired

So this engine is not a good candidate because of the bottem end. Even with extensive mods like arp all around in full force slightly tweaked injectors and a turbo slight bigger than gde turbo and upgraded engine file and tcm retune this engine would be not worth the money to do? What other engine would you suggest othen then a qsb 3.3 with out all the added weight would be worth while. Plus there are no mod to do to the qsb other then injectors and turbo because the ecu qould have to be cracked for a retune? A 4bt would be extremely heavy.

This is not an engine one should "hot rod" for lack of a better term. If you want more power within the limits of the system get a GDE tune or if you want more get the GDE Stage II turbo and turbo tune. All well researched and owner proven.

_________________
Sold to LOST member my 05 Ltd, GDE Stg II turbo + TCM tune, SunCoast TC w. Transgo kit, Steiger window regulators, Samcos, Fumoto valve, 2nd gen filter head with Lub. Spec. bleeder, Hayden clutch & 11 blade fan, inverted spare, P-1 battery, BF Goodrich Long Trail TAs, Etecno1 glow plugs, timing belt at 50K miles/8 yrs

Why are you worried about weight with a 4x4 1500 truck?
The torque of the 4bt will easily overcome any additional weight.

_________________
U.S. Army Retired

I'm sorry, but your posts are fairly difficult to understand. If we are talking about an engine swap into something other than a Jeep, then you should also know that this engine is very computer controlled. You would have to take not just the engine computer, but also the dashboard and dash computer as well, possibly the transmission computer and transmission... It will be a nightmare.

There was one member that did manage to swap this engine into something else, and if I remember correctly, he ended up taking just about every wire and computer from the donor Jeep Liberty into the new vehicle. The new vehicle still believed itself to be a Liberty.

Looking at this project as a means to getting more mods... This VM engine is VERY BAD for that as well. First, you don't need to modify the injectors, they are capable of flowing far more fuel than the engine could ever use. The fuel rail and fuel pressure are probably the limiting factors there, and even those would be capable of much more pressure.... IF the engine block could handle the pressure, which it cannot.

Stuffing more air and fuel into a thin-walled block like this because you don't like the weight of a mechanical brick like the 4bt... Makes no sense at all. The 4bt has reliability as a design BECAUSE it is thick-as-a-brick in the casting. The sidewalls of the VM 2.8 engine are barely 1/8" thick. Ask me how I know. The cylinder pressures are severe enough at stock WOT operation to already cause damage. Again, ask me how I know. Trying to increase boost and fueling WILL destroy the VM engine on the first pass. No question. Their engineering design just isn't there.

_________________
Proud supporting vendor of LOST Jeeps
TRAVELING CRD TECH. I come to you!
Need help? Just ask! I've taken it apart more than most.
Email jeep [at] maincomputer [dot] com - BOARD MESSAGING IS BROKEN
Over 225 CRDs currently driving with my valves, timing belt, rockers, or ARP Studs.
Bad noises = REALLY bad things.

Thank you all for your info and insite into this. i would love to have a non mechanical engine to complement the newer 1/2 ton maybe the qsb 3.3 may have to suffice for now till cummins can come out with something smaller and light weight. i have also thought about the new vm 3.0 v6 but for now they are only for military purposes and are not matted to the 545rfe.