The other two gaskets you should get are for the oil drains. Then install the turbos in the reverse of the removal process.
The new turbos flow drastically better than stock and have a greatly different boost curve. For safety, we had our truck’s ECU re-calibrated at Church Automotive Testing.
Church uses a Dynapack wheel hub dynamometer. Church prefers this type of dyno, because they feel that it can load the engine very accurately to mimic road conditions. On the Dynapack, the power absorption units bolt directly to the wheels. The thing on the stand sticking in the exhaust pipe is the dyno’s air-fuel ratio sensor.
Having proper airflow is critical for the engine’s safety and to get proper charge air temperatures on intercooled engines. Church also diverts a decent amount of airflow under the car to prevent the exhaust from getting too hot and cooking off things.
Shawn Church started to tune our car using the HP Tuners tuning suite. HP Tuners allows full tuning of the cars many parameters. Modern ECU’s are quite difficult to tune and are beyond the scope of most people even with aids like HP Tuners. Our goal was not to tune the car for the maximum power, but to keep close to stock boost levels with safe air-fuel ratios and ignition advance to show what the turbos alone could do.
It became apparent during the first pull that some serious tuning was going to be needed as the car went into a power limiting mode right away. Here Shawn modifies one of several torque-limiting tables that needed to be manipulated so the car would even run properly. You pretty much need experience and know exactly where to make changes. Shawn was showing us the possibilities to edit this function and the number of editing possibilities was pretty mind-blowing! It would be really hard to know which torque tables were needed for safe operation and which needed to be changed.