razorback
Full Access Member
those are on my list too, cant be too careful..
2009 Rally Dyno Results:
- Thread starter Darrin Tosh
- Start date
funnyman06
Full Access Member
i would be interested in seeing what numbers my truck puts out, it has some go power, but it also only has 3.54 in the rear. Was everyone running 4.10s?
Russ
Idont do injectors
3.55's here most if not all pulls were done in drive NOT od.
funnyman06
Full Access Member
Im just surprised there is not much of a difference between the guys with 4.10s and those with 3.54s/ Any difference between 6.9L and 7.3L power wise or powerband wise?
Matthias ate an injector at the dyno so I had to help him replace it on the night moose. We still are trying to determine if the ip front seal is holding. Volunteering to max out your engine 760 miles from home is akin to a couch potatoe shovling snow in a once a year snow storm. Probably not the brightest idea. But I knew I could tow him if it came to that. Dynoing the moose truck was ultimately out of the question even though I wanted to. I was leary of doing lady moose but felt being the newest and knowing the hard work that truck does all the time that it could hack it. The reason neither truck ran top numbers is they are set up for the people who drive them and they have not wanted nor needed more perfoirmance. From the stupid.phone thing.....
Diesel JD
Full Access Member
I understand about the Moose then. I have some similar concerns that something might let go on a dyno run. I'm really really curious though... right now cash is still tight, but when all debts are paid we'll see if caution or curiosity wins the day. Now as far as 6.9/7.3 power differences I'd think the dyno will show very little. Consider these engines are rated at the crank not at the wheels like a dyno measures. The Factory Turbo IDI is 195HP, the NA 7.3 is 185 and the NA 6.9 175 and you'll lose about 30% through the driveline, in theory your 7.3 NA should be +7 HP over the NA 6.9 but other factors may more than make up for the differences.
Diesel JD
Full Access Member
OK if Night Moose blew an injector that explains why Matthias' numbers are a tad on the low side.
hesutton
The Anti-Anderson
Just for reference info.
The dyno is a Superflow unit. The unit of measure for power was SAE. We could have used STP or Dynojet as well. However, the SAE is the industry standard and gives the most accurate measure of HP. The Dynojet unit will give the highest HP numbers (but least accurate) and STP is somewhere in the middle of SAE and Dynojet.
Gearing in the rear axle will not influence HP produced/measured by the engine. So....... 3.55 or 4.10.......it doesn't matter........HP is HP regardless of the gearing used.
Not seen on my dyno numbers are a few items worth mentioning:
Boost the 1st (DPS) run was a max of 12 psi. EGT's were only up to 800.
Boost the 2nd (Moose Injectors) was a max of ??? The boost gauge was pegged at 15. Dennis Perry (owner of TS) gave me a 30psi gauge to put on the truck, but I didn't have the time.
The Pop pressure on the Moose injectors was 2300 psi.
The pop pressure on the DPS injectors I removed was 1200-1300 psi....and the pattern was poor at best and they leaked.
The dyno really raised more questions about the injectors and their role in performance than it answered.
What role does injection pressure play in IDI engine peformance?
What is the "ideal" injection pressure?
Is the IP from DPS able to keep up with the demand for higher injection pressures? Don't know?
Theorectically, the increase in pop pressure will retard the timing as it take longer to built the pressure needed. This is not something that can really be measured. What is the ideal timing of the IP with these higher pop pressures?
Would an innercooler make up the difference in power as boost pressures are to the point where the air is superheated and thus.....hurt power?
Would a Moose pump be a better match to the moose injectors?
Because of the higher pop pressure (spring tension in the injector), is it closing the pentle too soon.......causing a slight decrease in total volume injected?
The questions just keep going.........
Yes, the Moose injectors make about 7 HP less than the DPS injectors. But, the boost is up, the EGT's are no worse, the idle is normal again, and I bet fuel mileage will increase as well.
I'm sure Mel will post his thoughts as well once he is home from the Rally. He's still in Bowling Green at present.
Heath
The dyno is a Superflow unit. The unit of measure for power was SAE. We could have used STP or Dynojet as well. However, the SAE is the industry standard and gives the most accurate measure of HP. The Dynojet unit will give the highest HP numbers (but least accurate) and STP is somewhere in the middle of SAE and Dynojet.
Gearing in the rear axle will not influence HP produced/measured by the engine. So....... 3.55 or 4.10.......it doesn't matter........HP is HP regardless of the gearing used.
Not seen on my dyno numbers are a few items worth mentioning:
Boost the 1st (DPS) run was a max of 12 psi. EGT's were only up to 800.
Boost the 2nd (Moose Injectors) was a max of ??? The boost gauge was pegged at 15. Dennis Perry (owner of TS) gave me a 30psi gauge to put on the truck, but I didn't have the time.
The Pop pressure on the Moose injectors was 2300 psi.
The pop pressure on the DPS injectors I removed was 1200-1300 psi....and the pattern was poor at best and they leaked.
The dyno really raised more questions about the injectors and their role in performance than it answered.
What role does injection pressure play in IDI engine peformance?
What is the "ideal" injection pressure?
Is the IP from DPS able to keep up with the demand for higher injection pressures? Don't know?
Theorectically, the increase in pop pressure will retard the timing as it take longer to built the pressure needed. This is not something that can really be measured. What is the ideal timing of the IP with these higher pop pressures?
Would an innercooler make up the difference in power as boost pressures are to the point where the air is superheated and thus.....hurt power?
Would a Moose pump be a better match to the moose injectors?
Because of the higher pop pressure (spring tension in the injector), is it closing the pentle too soon.......causing a slight decrease in total volume injected?
The questions just keep going.........
Yes, the Moose injectors make about 7 HP less than the DPS injectors. But, the boost is up, the EGT's are no worse, the idle is normal again, and I bet fuel mileage will increase as well.
I'm sure Mel will post his thoughts as well once he is home from the Rally. He's still in Bowling Green at present.
Heath
david85
Full Access Member
Would be VERY interesting to see what your MPG numbers are. So I guess as of right now, there is not truck that exists out there that has a moose pump AND moose injectors. Shame.....
I'd love to step up to the plate, but thats getting pretty steep in cost.......
I'd love to step up to the plate, but thats getting pretty steep in cost.......
160k87F250
not rocket science
My truck has 4.10's. Barney seems to think my exhaust manifolds get hot enough to change color. I don't really think that is happening, I had an empty oil bottle lay on the R/S minifold and I picked it off before the Indiana rally. Some remenants were still there.
It puts out some somke, but nothing too outragous. Nope, no pyro. It was on the list of things to do before this rally but ran out of time. I have a whole A-pillar gauge set-up in the garage that I will install, eventually.
John
It puts out some somke, but nothing too outragous. Nope, no pyro. It was on the list of things to do before this rally but ran out of time. I have a whole A-pillar gauge set-up in the garage that I will install, eventually.
John
flatlander
plays dirty when losing
(in a whisper) Sorry I mentioned that. I actually didn't see them only heard someone say something about it while your truck was being timed. You did make some pretty impressive numbers, though.
hesutton
The Anti-Anderson
I wouldn't be too worried.
IH designed these engines to work at their maximum output for hours and hours on end .......without failure. The R&D numbers are impressive, something like 80,000 load hours.
Unless you have a known specific issue or problem you are worried about, I'd say make a pull. It is a short load time on a hardy motor......it should be just fine. I pulled the 6.9 Crew Cab with 320,000+ miles without issue. Heck, my black single cab was on the rollers 4 separate times for a total of 13 pulls. She runs like a top.
Now saying that, I was just an hour from home with a spare truck to pull a broken truck home with.
That's just my two cents!
Heath
Last edited:
hesutton
The Anti-Anderson
Oh yeah,
Hey Darrin..... Dennis was bummed he didn't get a chance to see your truck. He is repowering a superduty with a Scheid Diesel built Cummins (See Aric's photos)...... and he wanted to see your conversion. Speaking of that truck, it has the low pressure turbo mounted under the cab and wanted to talk to Barney about keeping it oiled.
Heath
Hey Darrin..... Dennis was bummed he didn't get a chance to see your truck. He is repowering a superduty with a Scheid Diesel built Cummins (See Aric's photos)...... and he wanted to see your conversion. Speaking of that truck, it has the low pressure turbo mounted under the cab and wanted to talk to Barney about keeping it oiled.
Heath
Last edited:
160k87F250
not rocket science
Hey, its OK. Doesn't bother me a bit. Remember, I left Indiana and pulled the camper to Mt Rushmore, with no pyro. I wasn't scared!
I am very pleased with my numbers, though.
John
