supper chargers fill the void of low compression
how to make real HP with your IDI
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supper chargers fill the void of low compression
I'd be happy with 400+ HP and 550+ ft/lbs, that would bring it up into the neighborhood of my 460... Which was much cheaper to build. If you want power and torque a 460 walks all over these IDIs for pennies on the dollar. Only reason I run an IDI is because my 460 truck is illegal in the People Socialist Republik of NJ, as the VIN says 351w and a larger engine is an auto-fail for smog. Diesel is exempt from government inspection, so that's what I'm forced to run for anything newer than 60s.
Going to a Moose pump made a huge difference on mine, but now I have an air problem rather than a fuel problem. I'm leaning towards the R&D turbo system. The manifolds should flow better, easier to seal with v-bands, and more compact shorter distance to the pedestal. I'll need a new turbo when I do the ZF swap so trying to determine what system is best. When I do that I'll be pulling heads for studs, do some port work while I'm in there, and evaluate valve/seat/guide condition. I believe the threads in the block of the 6.9 are the limiting factor on an all out build, rods are an issue as well. Turbo rods are stronger but maybe not where needed most. I think someone was looking at using powerstroke rods, something about narrowing at the big end and they look like they'll work? In any event, I'm not going to anything crazy with this engine as I do tow long distance a few times in the summer. Just want solid 460 like performance and reliability. With the new fuel system it's getting much closer.
Going to a Moose pump made a huge difference on mine, but now I have an air problem rather than a fuel problem. I'm leaning towards the R&D turbo system. The manifolds should flow better, easier to seal with v-bands, and more compact shorter distance to the pedestal. I'll need a new turbo when I do the ZF swap so trying to determine what system is best. When I do that I'll be pulling heads for studs, do some port work while I'm in there, and evaluate valve/seat/guide condition. I believe the threads in the block of the 6.9 are the limiting factor on an all out build, rods are an issue as well. Turbo rods are stronger but maybe not where needed most. I think someone was looking at using powerstroke rods, something about narrowing at the big end and they look like they'll work? In any event, I'm not going to anything crazy with this engine as I do tow long distance a few times in the summer. Just want solid 460 like performance and reliability. With the new fuel system it's getting much closer.
For what it's worth my 460 gets 12.5 MPG at 70 MHP unloaded and just over 10 MPG at 70 MPH towing. My IDI has averaged 11.87 MPG over going on 3 years with a best of 15.22. 460 is lifted on 35s, and is fun when the ZF will shift fast and spin the 35's on the 2-3 and 3-4 shift. The IDI has 295/75? ish tires and a C6. Both are 3.55:1. So for me, not any significant difference in fuel consumption. I expect the IDI to do better when my ZF goes in, though I doubt it'll ever be spinning tires or shattering ZF cases.
Not bad on the 460. Seems that they get about the same mpg whether towing or not. IDI's are normally nearly have of unloaded mph. Your IDI's mpg seems kinda low. I'm getting at least 20 from mine at 70 mph. Pushing 2300 rpm cause of my no OD T-19. And no, I can't spin tires on shifts 
stupid HP numbers can be made. parts are available to do so.
UNTIL you are able to the heat generated by the head design of the IDI, will you be able to USE the HP you are making.
1/4 mile races are won with little regard to the heat generated.
a diesel makes it's living by pulling loads and keeping the generated heat into the cooling system down.
I'm happy with my low HP truck that places a heavy emphasis on cooling system heat management. I have yet to find a grade in the continental USA that stresses my cooling system where I had to pull over for the truck to cool down or had to scale back my power output to keep the heat under control.
making it home without roadside repairs or being towed is a major win in my book.
UNTIL you are able to the heat generated by the head design of the IDI, will you be able to USE the HP you are making.
1/4 mile races are won with little regard to the heat generated.
a diesel makes it's living by pulling loads and keeping the generated heat into the cooling system down.
I'm happy with my low HP truck that places a heavy emphasis on cooling system heat management. I have yet to find a grade in the continental USA that stresses my cooling system where I had to pull over for the truck to cool down or had to scale back my power output to keep the heat under control.
making it home without roadside repairs or being towed is a major win in my book.
Waystro
No Class
R&D has a nice set of headers $400 is pricy but he claims a HP increase.
My 85 gets about 100mpg want to know my secret?
it just sits there I never drive it
My 85 gets about 100mpg want to know my secret?
it just sits there I never drive it
you might want to recheck your math.My 85 gets about 100mpg want to know my secret?
it just sits there I never drive it
you can't do a MPG calc if you're not moving.
Waystro
No Class
Runningaford
Registered User
Good to know, I'm in a slow process of putting a turbo on mine now, and intend to pull a 5th wheel with it. I'm kinda nervous about the whole thing, as I've got a very easy going 'mission control' to answer to, but I hate screwing up.
I'd been wondering how it will do on grades, and heat.... When I had my 98 24 valve Cummins, and was pulling loads up grades, I'd have to slow down, or pull over as it seemed to overheat continually on decent grades.
do yourself a favor and butter her up for one of those new alu radiators and an intercooler kit. i'm running 7psi post IC with a ATS 093 aftermarket kit. I drop it into 4th at the bottom of a 10% grade and casually keep an eye on the gauges. absolutely no need to glue an eyeball to any of them. coming off a hill, I follow the big rig speed limits when I have a 10k load bouncing around behind me. Drop down to 3rd let the compression braking do the work. occasionally hit the binders if a idiot cuts me off, so I have some space once again. easy.
does anyone know what happened to that motor. that looks a little extreme and not so user friendly or practical.
jwalterus
Made in America
IIRC, someone bought it, it was decompressed to 16:1 or so and ran mid double digit boost $$$$$
someone was talking about replacing their GPs with injectors a while back and running 2 sets and 2 inline pumps....... $$$$$
Dave Sponaugle on FTE was running mid 20s boost on his, ken from dps found out the bottom end has no longetivity at over 450hp, he can help you build yours, but you might as well save some time and take out a second mortgage now $$$$$
bottom line is you can spend big money on these engines, like 10k or more, to make moderate power, or you could buy a 5.9 truck, swap it, do the pump, and make the same power for half that, or spend the same money and be running well into the 4-digit range
I personally, don't mind the so-called lack of power, it does everything I need, and I have put more than the average person behind mine more than once, but with over 10k behind it, I don't WANT to run over 50mph, it's a safety thing
speed and power are why I just made another 4-figure order to summit for my mustang, and it's a lot easier to bring a 3500lb car to a stop safely than my truck 
someone was talking about replacing their GPs with injectors a while back and running 2 sets and 2 inline pumps....... $$$$$
Dave Sponaugle on FTE was running mid 20s boost on his, ken from dps found out the bottom end has no longetivity at over 450hp, he can help you build yours, but you might as well save some time and take out a second mortgage now
$$$$$bottom line is you can spend big money on these engines, like 10k or more, to make moderate power, or you could buy a 5.9 truck, swap it, do the pump, and make the same power for half that, or spend the same money and be running well into the 4-digit range
I personally, don't mind the so-called lack of power, it does everything I need, and I have put more than the average person behind mine more than once, but with over 10k behind it, I don't WANT to run over 50mph, it's a safety thing
speed and power are why I just made another 4-figure order to summit for my mustang, and it's a lot easier to bring a 3500lb car to a stop safely than my truck
Hydro-idi
Full Access Member
I would sure love it to see that F100 attend an OB rally one of these years. That would be awesome. Hopefully someone is taking care of it.
IMO, these engines can be beefed up with a few simple bolt on mods that will not necessarily break the bank.
Studs, new HG's, torque camshaft, Moose IP, turbo of choice, etc., and you have a completely different engine that will gladly tow anything you want, even if the bottom end is original with a lot of miles on it. They are easy to work on and parts are still fairly inexpensive when comparing them to a newer diesel truck.
Just had radiator & rear brakes replaced in my 6.7 psd yesterday. 2 days & 2k and she's back on the road. Enjoy your idi's lol.
IMO, these engines can be beefed up with a few simple bolt on mods that will not necessarily break the bank.
Studs, new HG's, torque camshaft, Moose IP, turbo of choice, etc., and you have a completely different engine that will gladly tow anything you want, even if the bottom end is original with a lot of miles on it. They are easy to work on and parts are still fairly inexpensive when comparing them to a newer diesel truck.
Just had radiator & rear brakes replaced in my 6.7 psd yesterday. 2 days & 2k and she's back on the road. Enjoy your idi's lol.
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