kas83
Full Access Member
What about the 330 and 430 cc head and rotor kits available from CDS? That should help with the fuel flow.
Building a 6.9 to kill
- Thread starter Abull78
- Start date
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.
The other downside is all the heat that builds up from jammin a large volume through a small line. the biggest is was you stated though, liquid isnt going to compress and if the pump is trying to jam too much fuel into a injector or a line that is to small something is gonna break and in my experience what usually breaks is the tip of the injector.
Guys, here is what my experience telles me about the volume of fuel flow needed. The Dodge made a little over 900hp, the Schied pump I was running was adjustable and at the 900hp mark i was moving 700cc of fuel. Now I am not saying that you need exactly 700cc to make 900hp or that the 6.9 is going to react the same as the Cummins did in regards to fueling but, things are gonna be close in regards to the amount of fuel equalling a given horsepower rating. Also, if 400hp is going to cost 3000 dollars more than 360hp, i am gonna be ok with having 360hp.
FordGuy100
Registered User
700cc's??? Thats insane.
I still say stick with the powerstroke valve springs, as I think we discovered they are the same dimension wise. Plus you can get 910 springs (thats what the powerstroke guys run for the higher hp). Pushrods should also be upgraded as well.
So...I think someone needs to go through and type down a list to follow for high hp goals.
I still say stick with the powerstroke valve springs, as I think we discovered they are the same dimension wise. Plus you can get 910 springs (thats what the powerstroke guys run for the higher hp). Pushrods should also be upgraded as well.
So...I think someone needs to go through and type down a list to follow for high hp goals.
DB2 question, looking down at the IP from the front of the truck there is a shaft on the right side of the pump. the shaft rotates as the linkage pulls the fuel lever on the left side. on this shaft is an adjustable cam, the cam has a lever riding on it that is attached to a fulcrum and at the other end of the lever it drives a shaft in and out of the lower portion of the IP. what is it? i played with it some and you can really get some smoke going with it.
I have a generic list going, the point of coming to you guys is to put actually products on that list.
FordGuy100
Registered User
That shaft that goes in and out (insert gay joke here ) is for the advancing of the pump. At idle its all the way out, give it a little throttle it advances the pump some. I think anything after 1/2 throttle or so it wont advance anymore.
) is for the advancing of the pump. At idle its all the way out, give it a little throttle it advances the pump some. I think anything after 1/2 throttle or so it wont advance anymore.can you clarify the need for tighter springs? I have run the truck up to 4500 and did not detect any valve float. or are you saying that tighter springs will be needed with the addition of a higher lift cam?
FordGuy100
Registered User
As far as twin turbo's goes (sequential) I think we only had one guy attempt. He used a powerstroke turbo over a stock banks turbo? Something like that. But he said he didnt like the setup.
idiabuse
Full Access Member
I dont see much to improve on the head castings as far as porting, the ports are large, the intake opening should at least match the head port, and that is about it for the porting, what really could use some flow bench time is the seats, what combo of angles works best on the IDI head? I did a SERDI multiple angle on the exhaust and intake, but I didn't feel like lifting the heads a few extra times to have them flowed.
getting a volume of fuel to the cylinder is the next bridge to leap.
I have seen nitrous systems used to inject diesel into the intake for more BOOM power!
Javier
getting a volume of fuel to the cylinder is the next bridge to leap.
I have seen nitrous systems used to inject diesel into the intake for more BOOM power!
Javier
FordGuy100
Registered User
Word on the street (Calvin) say these stock springs will start to float around the 4400rpm mark. That said, each motor has different amount of miles. It stands to reason you would be able to push a 50K mile valve spring higher than a 300K mile valve spring. Just something to think about.
Having run a single and twins....twins win hands down. you spool fast and gethigh boost at the top end. even running a stock charger as the small turbo in your setup would work nicely depending on what the larger turbo is. essentially you want your small turbo to come on pretty quickly and the big turbo to come on before your little guy is out of its map.
Oh, nice truck by the way!
FordGuy100
Registered User
Sequentials always confused me. Isnt it that you want one to provide the pressure, and one to provide the cfm flow. I hear a lot of things on the internet, who knows
Then its like, do you want wastegated, non wastegated, one non, one gated, ect.
I think a stock 093 ATS turbo (T3/T4 hyrbrid, mine shows boost at 1200rpms in 4th gear) plus a larger turbo....of which I have no idea. S300, S400, I dont think we would need anything bigger than that. Maybe a holsett turbo, HX40, maybe HX55? And then there are a slew of Garrett turbo's to chose from.
Then its like, do you want wastegated, non wastegated, one non, one gated, ect.
I think a stock 093 ATS turbo (T3/T4 hyrbrid, mine shows boost at 1200rpms in 4th gear) plus a larger turbo....of which I have no idea. S300, S400, I dont think we would need anything bigger than that. Maybe a holsett turbo, HX40, maybe HX55? And then there are a slew of Garrett turbo's to chose from.
