Building a 6.9 to kill
- Thread starter Abull78
- Start date
The IDI is not like a cummins or Powerstroke. Hence the term Indirect injection. The modern diesels have way more power potential with the directly injected fuel. Ours squirts into the pre-cup. Only so much you can do there before fuel un-atomizes.
On the dragracing IDI quoted wasn't the block filled with blockcrete? That would rule out the water pump blowing the freeze plugs out.
So far from what I've seen and read the engine we should all keep our eyes out for was the Mercruiser IDI 7.3 marine engine. Be nice to see what was used in those. Supposed power output was quite a bit higher than any dyno run I've seen on here.
Drive on, go for it.
On the dragracing IDI quoted wasn't the block filled with blockcrete? That would rule out the water pump blowing the freeze plugs out.
So far from what I've seen and read the engine we should all keep our eyes out for was the Mercruiser IDI 7.3 marine engine. Be nice to see what was used in those. Supposed power output was quite a bit higher than any dyno run I've seen on here.
Drive on, go for it.
zacky6661
Full Access Member
10 4 on the sound and body style, my straight piped 84 6.9 gets me some looks when i step on it, as well as get the slow A$$ mopeds out of my way
. as for the style, people say i have one of the cleaner trucks of my year in my town minus the surface rust on the hood 
rhkcommander
Full Access Member
Marine engines have limitless cooling too, if that weren't a problem with ours we could gain more power.
ok skipped again but cam is from type 4 pm him and hell give the info he wants
but its a loppy one from the look very large lobes
and the psd springs drop in but i havnt runthem yet maybe some time later in the pickup but the compound turbo motor gotta fit in a cj5 yet
but its a loppy one from the look very large lobes
and the psd springs drop in but i havnt runthem yet maybe some time later in the pickup but the compound turbo motor gotta fit in a cj5 yet
papastruck
Full Access Member
I'd say the typ4 cam not the right grind for this build. The goal here is a high RPM spinner, whereas the grind Russ has was built for NA logging trucks, iirc.
Not that it wouldn't be a start. What we really need is a test mule engine and a dyno. Someone in TN rummage up a hottie to ****** one of those dudes on Horsepower TV or something.
Not that it wouldn't be a start. What we really need is a test mule engine and a dyno. Someone in TN rummage up a hottie to ****** one of those dudes on Horsepower TV or something.
This thread is certainly getting a lot a attention. HP build threads always do, because it means somebody is going to open their wallet, and we all like to watch the green flow. 
There were several posts, which I will follow up with just a few general comments on the fueling aspect.
The Super Moose and Super Moose Misters have been devised but never actually built yet. They have basically been waiting for a customer. Someone who wants to do some tractor pulling or something along those lines. Someone asked about cc/1000 flow and mentioned DPS was 200 or something. The Super Moose pump would be capable of 120CC for about $1000. My builder estimates that this is in the theoretical limit of what the IP lines can handle. Going with a 200cc pump would require a completely new set of hardlines. Perhaps this is why the guy with the twin DB2 pump machine decided to go that route, although I have no idea how he plumbed it. A 120CC Super Moose pump would require Super Moose Mister injectors, which would have their bodies bored to match the inside line diamter of the stock injector lines. Right now, a typical injector body is somewhat smaller than the lines that they attach to. To date, only one person seems to have run out of fuel from a regular Moose Pump, and is decompressed as one would expect. He has not made the jump to the Super Moose products yet, impeaded I suspect by the forementioned wallet, as not only will he need the pump, but the injectors also. Unfortunately a person ready to go this route should have about $3000 to spend for all the necessary parts. If you want even more CC's, then you need to source some lines, and now things will get really interesting price wise depending on where you want to go. The problem I foresee, is that there will be other unforseen problems that are not fuel related that will have to be solved also. Some kind of turbo upgrade will be needed, and who knows what else. Generally these deals always go south because the person doing the dreaming wakes up before we find out how the dream ends.
There were several posts, which I will follow up with just a few general comments on the fueling aspect.
The Super Moose and Super Moose Misters have been devised but never actually built yet. They have basically been waiting for a customer. Someone who wants to do some tractor pulling or something along those lines. Someone asked about cc/1000 flow and mentioned DPS was 200 or something. The Super Moose pump would be capable of 120CC for about $1000. My builder estimates that this is in the theoretical limit of what the IP lines can handle. Going with a 200cc pump would require a completely new set of hardlines. Perhaps this is why the guy with the twin DB2 pump machine decided to go that route, although I have no idea how he plumbed it. A 120CC Super Moose pump would require Super Moose Mister injectors, which would have their bodies bored to match the inside line diamter of the stock injector lines. Right now, a typical injector body is somewhat smaller than the lines that they attach to. To date, only one person seems to have run out of fuel from a regular Moose Pump, and is decompressed as one would expect. He has not made the jump to the Super Moose products yet, impeaded I suspect by the forementioned wallet, as not only will he need the pump, but the injectors also. Unfortunately a person ready to go this route should have about $3000 to spend for all the necessary parts. If you want even more CC's, then you need to source some lines, and now things will get really interesting price wise depending on where you want to go. The problem I foresee, is that there will be other unforseen problems that are not fuel related that will have to be solved also. Some kind of turbo upgrade will be needed, and who knows what else. Generally these deals always go south because the person doing the dreaming wakes up before we find out how the dream ends.
funnyman06
Full Access Member
So mel, you're saying that the actual injector lines are too small for moving a large amound of fuel? Would it be possible to increase the injector line pressure so you can move more fuel that way and inturn adjusting the injectors accordingly?
The way an IP works, is you have a cam that causes a plunger to.. well.. plunge. The speed at which that happens is totally dependent on your engine speed. The faster it turns, the faster it plunges. If the fuel can't get out of the way fast enough, then the plunger is prevented from moving at the necessary speed, in which case it may as well not be moving at all. Stuff will break. BAD. Laws of physics are not things to be messed with. 
FordGuy100
Registered User
Mel...do you think you can talk to your pump guy to see how much more fuel he can get out of it? Besides the injectors/injector lines...what can he get out of a pump...and still be streetable?
Just curious
Just curious
Agreed in part. But we have not reached the limit of our cooling system. No one is making so much power they have to limit it due to cooling. So saying they CAN make more power because of increased cooling is great, lets find out how they took advantage of it.
idiabuse
Full Access Member
Valve springs for these engines are easy to upgrade, the Ford 302/351 1978/1985 flat tappet engines had .400 lift and the springs are very close in diameter and installed height, one step up with an aftermarket spring for the 302/351 heads is what I used.
from the top of my head I think I/h is 110lbs and open pressure 300lbs.
I think I used compcams 926 spring for my build
Part # O.D. I.D. Damper Seat Load Open Load Coil Bind Rate (Lbs./In.)
926 OD 1.476 ID 1.062 I/H 109 @ 1.800 317 @ 1.300 coil bind 1.140 rate 415
So far I have started my truck but it is not ready yet for the road, gotta buy insurance and finish up the rest of my build, in another month or two i will dyno mine and see what we have at what rpm
Javier
from the top of my head I think I/h is 110lbs and open pressure 300lbs.
I think I used compcams 926 spring for my build
Part # O.D. I.D. Damper Seat Load Open Load Coil Bind Rate (Lbs./In.)
926 OD 1.476 ID 1.062 I/H 109 @ 1.800 317 @ 1.300 coil bind 1.140 rate 415
So far I have started my truck but it is not ready yet for the road, gotta buy insurance and finish up the rest of my build, in another month or two i will dyno mine and see what we have at what rpm
Javier
BioFarmer93
OPEC Hater
I guess if you wanted to save a little parasitic HP drain here and there, along with the decking and line boring mentioned before, you could go with custom heads and valves like this... http://www.coatesengine.com/csrv.html
idiabuse
Full Access Member
Like all the enviromental tree hugging Gov types, "THE AUTHORITIES" would say, that engine is NOT economically viable, so there is no use for that idea.
