![]() The full story would also include dyno runs. A better story would give flow at lesser RPM and greater usable PW. That is why the test above doesn’t really give the full story. At some point the stock injector would be fuel limited. One thing to consider, at lower RPM the PW can be increased to give much more fuelling for both the stock and larger injector with the stock nozzle, as long as there is boost air available to keep the heat in check. ![]() However, increase the pulse width just a little more and you have the 500hp target from a fuel perspective. So, using a PW of 2.46ms in the example above, it would be tough for the stock injector or the 175 stock nozzle injector to reach a 500 hp goal. DC is efficiency related, not just ON-OFF.Ī litre of diesel fuel weighs 0.832kg or 1.834lbs. I used 0.37 in my calculations due to the higher RPM and HP.įlow rate (lbs/hr) = (Max HP x BSFC)/(number of injectors x duty cycle) As it happened, Cummins publish the data at least once back in 97. ![]() Most of the data is “secret”, but testing on a number of vehicles places it in this range. The typical BSFC of a truck diesel engine is 0.33 – 0.39 lbs/bhp/hr (raises with rpm). It takes at least a 155cc injector to make 500hp, unless you know magic. Unless you are racing, or want to deal with large heat, this is a pretty reasonable set-up for HP numbers. The 175/0 injector pumped about 145ml (cc) and the stocks were almost the same. As well, my though is the test was run at parameters to show close to the best rate of dump for the 175/75 injector. Just to be clear, there were many parameters that could have been tested to really show more useable information, but the demonstration does show how a typical injector would run at a reasonably long PW at higher RPM. Back about 1 year ago, RCD posted a video showing flow of a 175/75 vs 175/0 vs 2 stock injectors. Getting back to HP numbers from injector flowing, here is more to think about. More than you'd want to know about injectors and nozzles. Here's a couple of threads regarding Stiction and how it's really delat with.įixing stiction - Ford Powerstroke Diesel Forum He'll be straight with you and treat you right. Ask Jesse what the best bang for the buck is and be honest with what you use your truck for most. Im going to figure it out eventually anyways, and if you dont want your tuning strategies published publicly please feel free to PM me.Get your answer straight from the Horse's mouth. Im willing to play around with it to get it figured out, however, if any of you have some tips for rapid success to save me from making incremental changes to the calibration and then flashing my PCM 7min a shot. I am curious as to what is the most efficient way to get the stock injector to function as close to stock as possible initially, and then turning up the power incrementally. It seems like there a lot of different ways to skin this cat as far as calibration strategies go. If theres not a way to adjust the stock injector data in the PCM should I just multiply the FICM Pulse width tables by. With the 75% over stock nozzles, how should I adjust injection timing and sequence? Is there a way to change the base flow rate of the injector in the PCM so that my overhead computer will read accurately? Lets discuss strategies for tuning larger injectors. Installed them, and they fired right up on the previous tune I wrote for the stock injectors I was shooting for 200cc, but my math vs machining reality was off by 2ccs. 008 allowable specification, you do not have to get new heads. 2003-2005 Ford Powerstroke 6.0 Cylinder Head Saver Shim Kit If you have a 6.0 Powerstroke that has a head gasket problem and found out your heads need surfaced beyond the. I made my own 198cc/75% injectors with plugged lower spill ports this week. 03-05 Ford 6.0 Powerstroke Head Cylinder Saver Kit 18MM.
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