larger injectors ?

[BC847]

Would there be any reason to back off anything (fuel screw, injection event timing, etc) with going to larger injectors?

[peobryant]

For just daily driving I think you would be okay leaving the pump like it is. If you tow heavy though, you would probably need to back out the fuel screw a little bit.


What injectors are you planning to go with?

[BC847]

I'm replacing the DDP4s with some Scheid 6x16 EDMs. No towing, just playing.

[peobryant]

You might want to play with the timing a little bit after you install the 6X.016's, but the fuel screw will be fine right where it is.

What turbo are you running?

[BC847]

What turbo are you running?

HT3B / HX35 hybrid.

[cummins king]

Hey not to remo on you but if your going to ask questions like that maybe you should fill out ur sig.

Is your head ported and pollished, and oringed, what tranny do you have, what pump mopds do you have

If its fully biult truck then no there is no reason to turn it down

[BC847]

Hey not to remo on you but if your going to ask questions like that maybe you should fill out ur sig.

Is your head ported and pollished, and oringed, what tranny do you have, what pump mopds do you have

If its fully biult truck then no there is no reason to turn it down

Sorry about that.

ENGINE
Long-block:
- Stock/OEM short-block.
- O-Ringed PDR Stage-X ported head.
- A1 studs.
- Cummins 60# valve-springs (intake and exhaust).
- Titanium valve-spring retainers with hardened keepers.
- Fluidampr harmonic damper.
- Stock/OEM crank-case breather combined with a Cummins 24 valve crank-case breather for the bulk of any blow-by gases.
- Two Case/International tractor valve-cover breathers venting to the air filter housing that act as a crude but effective PCV system at idle and light part-throttle conditions.
Aspiration:
- Custom built true 100% cold air intake filter housing (The original "Stock-Pot Cold Air Intake").
- BHAF (Big Honk'in Air Filter).
- Four inch turbocharger feed line.
- HT3B/HX35 Hybrid sequential turbochargers. 21cm exhaust housing on the primary turbocharger, and a 14cm waste-gated exhaust housing on the secondary turbocharger.
- Banks Technicooler after-cooler.
- Banks TwinRam charge-air intake-log feed-horn.
- ATS 3-piece exhaust manifold.
- All hot exhaust components from the head to the exhaust down-pipe are JetHot coated.
- Four inch exhaust down-pipe to just past the transfer-case where it expands to five inch back to the OEM location behind the rear axle.
- HUGE five inch high flow, VERY quiet muffler. The engine's internal sounds are louder than the exhaust.
Fueling:
- Custom full AN6 fuel plumbing (supply and return).
- Custom modified OEM fuel pick-up assembly that allows full AN6 plumbing capacity and compatibility while maintaining the ability to use any level of fuel in the tank.
- Walbro electric fuel lift-pump.
- Aeromotive by-pass type fuel pressure regulator.
- OEM Bosch rotary VE injection pump with a 3200 rpm governor spring and DennyT fuel pin.
- Home-folded custom high pressure fuel lines.
- DDP4 injectors (standard issue).
Supplemental:
- Water/Methanol injection using a CoolingMist stage-2 controller running a Snow 220psig pump feeding dual injection nozzles via 3/8" ID plumbing.
Drive Train:
- SFI approved torque converter flex-plate.
- Suncoast non lock-up torque converter.
- Custom home-built A518 transmission (OEM issue) with increased clutch/steel counts in all clutch-pacs using Alto Red clutch discs and Kolene steels. The overdrive section was upgraded to the 48RE design. Custom home-built valve-body.
- The transmission fluid plumbing is now all AN8.
- A supplemental Fluidyne fan assisted cooler.
- A supplemental spin-on transmission fluid filter.
- Stock/OEM NP205 transfer case, DANA60 front and DANA70 rear axles running the stock/OEM 3.5x gearing.
- CenterLine 16 x 10 aluminum rims.
- BFG 305/70R all terrain radial tires.
Brakes
- All flexible hydraulic lines are stainless braded.
- The rear brakes are now disc with functional parking brake.

[Farmboy]

Not to high-jack the thread but some more info on the rear disk brake conversion would be cool. Maybe a new thread would be in order.

[SChandler]

Any body else see something missing in BC's build? I didn't see a kitchen sink mentioned.

I think the typical recommendation for bigger injectors is to increase timing some. Bigger injectors tend to like more timing, rather than less. Scheid's didn't have any recommendations for timing? Also, I think you want to back out the fuel screw a turn or two (to start with) just to avoid a potential runaway condition, since the new injectors change the fueling relationship between the injection pump and the engine. Otherwise, I don't think there is any reason to turn the pump settings down.

[cummins king]

haha ya when you do all this kind of stuff the list adds up, all post my list after my dyno

CK

[BC847]

The injection pump is pretty-much to the head. Based on the last time I stuck the micrometer in there, the injection event timing should be around 2.6mm lift or more. Stock was 1.4mm lift. If I want/need more, I'll need to advance the IP drive gear a tooth.

The voices in my head suggest there's no reason to back things off. But then there's that fella in the back that's always bitch'in about something . . . .



@ Farmboy, see here ~ http://www.dieseltruckresource.com/dev/ ... p?t=146673

[Richie O]

How many people tried to get the bug off the screen from the first post?? Looks like a blackfly.