WisdomWarlord
Registered User
Dual IP with a twist - Help me brainstorm this out
My first experience with a diesel engine was in the Navy with the 12V71 Detroit 2 strokes. They have a dead simple and very elegant cold starting procedure.
1) Crank until you have at least 3 psi oil pressure, then stop cranking.
2) Insert an ether "pill" into the little cup on the blower and close the cap to burst the pill.
3) Hit the starter again and listen to her roar to life. Simple and effective and worked without fail every time.
After I broke a tooth off the flex plate by using ether and not disabling the glow plugs, I have decided that the best way to start my IDI is just the same way as the old 2 stroke Detroits.
So that leaves me with a spare hole in each precombustion chamber.
My plan is to install a complete second fuel system. 2 IP's, 16 injectors (8 in the holes made for the injectors, and 8 more in the holes for the glow plugs), and zero glow plugs.
This will give double the fuel, so double the power should be a simple matter, with enough boost.
I will have to design and build a dual pump drive and figure out how to keep it all under the hood with a 4" hood scoop at most.
Given the extra clutter on top of the engine, I doubt there will be room for the turbo, or turbos, so those will have to go under the cab. That could be a good thing since I should be able to install some pretty substantial intercoolers down there, hopefully simplifying the turbo plumbing and making the added heat easier to manage.
The big problem I see is this. What will it take to machine the precombustion chambers to take an injector? They are made of inconel which is not known for its machinability. I'm thinking that to ease any alignment problems with mounting the injectors, the precombustion cups should stay in the head and be machined with the head.
I'm also expecting to have to fab up an intake manifold. I'm expecting to be able to use Sanderson headers for a NA engine, and maybe just mount the turbos right on the collectors.
Remember, when I mentioned this idea initially, I said it was simple, not easy.
I know, some of you are gonna scoff and say an inline pump is easier, or a Cummins swap is better. But, I'm not asking about an inline or p pump or Cummins swap.
So, any thoughts?
Thanks
My first experience with a diesel engine was in the Navy with the 12V71 Detroit 2 strokes. They have a dead simple and very elegant cold starting procedure.
1) Crank until you have at least 3 psi oil pressure, then stop cranking.
2) Insert an ether "pill" into the little cup on the blower and close the cap to burst the pill.
3) Hit the starter again and listen to her roar to life. Simple and effective and worked without fail every time.
After I broke a tooth off the flex plate by using ether and not disabling the glow plugs, I have decided that the best way to start my IDI is just the same way as the old 2 stroke Detroits.
So that leaves me with a spare hole in each precombustion chamber.
My plan is to install a complete second fuel system. 2 IP's, 16 injectors (8 in the holes made for the injectors, and 8 more in the holes for the glow plugs), and zero glow plugs.
This will give double the fuel, so double the power should be a simple matter, with enough boost.
I will have to design and build a dual pump drive and figure out how to keep it all under the hood with a 4" hood scoop at most.
Given the extra clutter on top of the engine, I doubt there will be room for the turbo, or turbos, so those will have to go under the cab. That could be a good thing since I should be able to install some pretty substantial intercoolers down there, hopefully simplifying the turbo plumbing and making the added heat easier to manage.
The big problem I see is this. What will it take to machine the precombustion chambers to take an injector? They are made of inconel which is not known for its machinability. I'm thinking that to ease any alignment problems with mounting the injectors, the precombustion cups should stay in the head and be machined with the head.
I'm also expecting to have to fab up an intake manifold. I'm expecting to be able to use Sanderson headers for a NA engine, and maybe just mount the turbos right on the collectors.
Remember, when I mentioned this idea initially, I said it was simple, not easy.
I know, some of you are gonna scoff and say an inline pump is easier, or a Cummins swap is better. But, I'm not asking about an inline or p pump or Cummins swap.
So, any thoughts?
Thanks
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