icanfixall
Official GMM hand model
The Stanadyne DB2 pumps on the chevy 6.2 and 6.5 diesels turns the oposite direction that ours does so maybe that can be used off the same drive gear or some mount capable of handleing two pumps.
my only question is: will it still start in january?
The Stanadyne DB2 pumps on the chevy 6.2 and 6.5 diesels turns the oposite direction that ours does so maybe that can be used off the same drive gear or some mount capable of handleing two pumps.
Mel,
I did some looking and realize that the glow plugs don't seem to have any threads in the precombustion cups, so assuming I can stuff a second injector into the head, I won't have to tap the inconel, just cast iron. Much easier!
You're saying that I won't have space to enlarge the glow plug hole to fit a second injector?
What if I drilled it out big and brazed in a sleeve that the injector mounts in? Kind like a helicoil?
As for running 2 injector lines to one injector, can the injector really flow enough fuel or will the single injector then be the next bottleneck to fuel flow? Also, If I staggered the timing, can the IP withstand having full fuel injector line pressure trying to flow back in? There will be a short period of time that only one IP is actually injecting fuel, and during this time the other IP will have to hold on and not let that high pressure fuel flow backwards.
Also, I am theorizing that 2 injectors per cylinder that are completely independent of each other will allow a more tunable and therefore a more streetable engine.
I do agree that improper use of ether will do harm, and the higher cr in the IDI is a special concern. But I'm also confident that done properly and used sparingly, the ether will be no more stressful to the IDI than it is to the old 2 stroke Detroits. Time will have to prove one of us right on that point.
At this stage of the project, I am making a lot of assumptions. Hopefully not to many of them rise to the level of SWAG (Scientific Wild Ass Guess), but it's possible. Please feel free to correct my SWAG
And I'd also like to hear anyone's thoughts on IP function while turning with the FSS off.
If timed appropriately, would it matter where in the cylinder the fuel is injected? If ignition is happening in the precup, supposing ignition has occured and the flame front is moving along, it would seem to my uneducated brain on this subject that additional fuel could be added to the cylinder at large and not have to go through the precup. Does that make any sense to anyone else that knows more than I do about IDI cylinder heads and flame fronts and etc. etc. etc.? I could see where it might not be completely optimal but it may not need to be for a significant gain. Ah mental ************... These types of threads keep me sane by letting me think about anything besides what I'm doing. Keep up the good work guys.