IDI

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IDI

Postby 79Powerwagon » Sun Dec 25, 2016 9:39 am

Came across this bronco...

Pretty impressive build, 400-450hp 800+ tq

Even more of an underdog than the VE engines IMO

Apparently it let go though... Broke a rod, bent several others, stamped pistons...

https://youtu.be/llwH_NNeeno
1979 Dodge Power Wagon swb, I/C 12v, 518, 6x13 injectors, HE351cw, Piston lp, 35's
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Re: IDI

Postby spencerdiesel » Mon Jan 02, 2017 7:50 pm

I've been reading a little on the different IP's available from R&D performance. It's amazing that only 5 years ago the highest hp idi (that's with turbo) dynoed in the low 200's.

It really would be something to pull up to a tuned 6.0 and keep with him from a redlight :shock:
1992 W250, 5 speed, 4.10, Ext. cab Ext. bed, 12.5k winch, 75 gal. fuel tank

Fuel: THD 12 psi piston pump, THD fuel pin, 366 spring, fuel screw 1 turn, timing bumped 3/32"
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Re: IDI

Postby dazedandconfused » Tue Jan 03, 2017 8:32 am

That's a lot of money to make an old IDI run decent.
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1983 Dodge D150 that has been repowered with a 93 Cummins/518 running gear AKA The Ugly Duck! I would much rather build them then buy them.
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Re: IDI

Postby spencerdiesel » Tue Jan 03, 2017 9:15 pm

I know diddly about stanadyne IP's, I wonder what the big variable is to the wide range in flow figures from a rd2-90 to a rd4-180?

I bet the 2 and the 4 have got somethin to do with it :D
1992 W250, 5 speed, 4.10, Ext. cab Ext. bed, 12.5k winch, 75 gal. fuel tank

Fuel: THD 12 psi piston pump, THD fuel pin, 366 spring, fuel screw 1 turn, timing bumped 3/32"
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Re: IDI

Postby spencerdiesel » Sun Sep 03, 2017 10:02 am

Speaking of IDI's, anyone here had any experience with them? I think the next horse I'll add to the stable is something I'd feel a lot better about running waste oil through. A new IP and sticks are CHEAP for them
1992 W250, 5 speed, 4.10, Ext. cab Ext. bed, 12.5k winch, 75 gal. fuel tank

Fuel: THD 12 psi piston pump, THD fuel pin, 366 spring, fuel screw 1 turn, timing bumped 3/32"
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Re: IDI

Postby 79Powerwagon » Tue Sep 05, 2017 6:46 am

Better off with another Ve or Ppump truck imo.

I had two IDIs, one N/A one turbo, ok engine but even at their anemic power level they dont last half as long as a 6bt

The money you save in IPs and injectors you'll be spending on headgaskets and glow plugs
1979 Dodge Power Wagon swb, I/C 12v, 518, 6x13 injectors, HE351cw, Piston lp, 35's
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Re: IDI

Postby spencerdiesel » Tue Sep 05, 2017 7:29 pm

Are they cramped underhood? Kinda look that way
1992 W250, 5 speed, 4.10, Ext. cab Ext. bed, 12.5k winch, 75 gal. fuel tank

Fuel: THD 12 psi piston pump, THD fuel pin, 366 spring, fuel screw 1 turn, timing bumped 3/32"
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Re: IDI

Postby ellis93 » Wed Sep 06, 2017 4:02 am

If taken care of and left stock.....they're 2/300k engines at best. As mentioned they do eat head gaskets but usually because someone ignores either a water leak or has the pump turned up working the crap out of it. They eat glow plugs and relays as well.....probably mostly because the aftermarket stuff stuff sucks that bad. Then there's the ever leaking top hat fuel returns on the injectors...what an absolute schit idea.

If I find one in a truck I want.....I'd run it till I had the smallest of issues then pull it in favor of a 6bt.
93 D250 ,5 speed,4.11s,k&n autometer tach pyro trans boost guages,GDS 60mm h1c 14cm,honed 5x10,hplp/reg,1/8 timing,M+H M2 fuel pin, tims cooler tubz
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Re: IDI

Postby Remps » Wed Sep 06, 2017 5:26 am

I think the p pump is as good as it gets if wanting to run used oil etc. I've been thinking of putting a greaasecar setup or something similar in the 96, as I've been chucking around 12-15 gallons of used canola oil in the dumpster on a weekly basis for over a year at my job. That would cover over 90% of my spring/summer/fall driving costs. At about $220 per tank of fuel, it'd pay for itself in 9-10 tanks of fuel lol. I agree with ellis, if you find a nice ford run it till it pukes and throw the 7.3 in the garbage where it belongs.
'90 D250 R/C,727,IC,6x.009's,1/8" bump,fuel psi,straight pipe w/5" stack.
'90 W250 R/C,47rh,K@N,HX35,1/8" bump,2nd gen IC,boost,egt,trans temp.3.07's.
'96 2500 S/C L/B,2wd,NV5600,3.54 L/S,cai,egt,pacbrake,mbrp exhaust,10 plate.
Bring back the Bank of Canada, PRE- 1974.
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Re: IDI

Postby spencerdiesel » Wed Sep 06, 2017 7:47 pm

Isn't dynamic timing one of the biggest advantages the VE has over the 7100? I would think an available timing sweep would aid in burning waste oils best?
1992 W250, 5 speed, 4.10, Ext. cab Ext. bed, 12.5k winch, 75 gal. fuel tank

Fuel: THD 12 psi piston pump, THD fuel pin, 366 spring, fuel screw 1 turn, timing bumped 3/32"
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Re: IDI

Postby Remps » Thu Sep 07, 2017 11:47 am

It's more about the sheer size and strength of the "6 cylinder" p7100 and it's pumping abilities. A VE can do it too, but I'd imagine it's less forgiving pumping a cold thick fluid at higher hp levels. if one accidently did so.
'90 D250 R/C,727,IC,6x.009's,1/8" bump,fuel psi,straight pipe w/5" stack.
'90 W250 R/C,47rh,K@N,HX35,1/8" bump,2nd gen IC,boost,egt,trans temp.3.07's.
'96 2500 S/C L/B,2wd,NV5600,3.54 L/S,cai,egt,pacbrake,mbrp exhaust,10 plate.
Bring back the Bank of Canada, PRE- 1974.
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