Lost Bottom End With The 6x.16's

[Ace]

...backing out the fuel screw a good two or three turns only made less smoke (and slower track times)..

But still no effect on spool - still slow to spool? If so, the factors don't seem to jive together. Once the fuel level return to a point where it's burning good spool should return to normal.... unless there is another reason for the less than otimal combustion.

Is there some point at which the injector size overcomes the pump's ability to flow enough fuel at a high enough pressure threshold for proper atomization and a good burn, regardless of timing? Assuming a "not" new pump or at least a "very healthy" VE?

[RSWORDS]

I think I'm following you David... Pretty much what is wrong with our trucks is that the new injectors have meesed up the timing SO bad that they pretty much run like crap. More timing the stock injector basline is needed to get these injectors to thier stock baseline. Guess I'm pulling the pump... Was not looking forward to that!

[BC847]

Is there some point at which the injector size overcomes the pump's ability to flow enough fuel at a high enough pressure threshold for proper atomization and a good burn, regardless of timing? Assuming a "not" new pump or at least a "very healthy" VE?

THAT is a very good question! One that I think needs consideration. (That's why I was asking about pop-pressures in another thread).

[RSWORDS]

Is there a way to plumb a high pressure gauge in line with an injection line to see waht kinda pressures the VE is putting out?

[BC847]

It'd be a standard high pressure guage just like you'd imagine. The headache would be seeing the thing wiggle and discerning what is right.

The engine running assures that the pump is at least putting out enough fuel at a high enough pressure to pop the injector.

But as Ace is thinking, what kind of difference in the length of the injection event is there between a well used pump vs a new pump all else being the same?



Curious, where's all the big-dawgs in this, my and other threads regarding such? Is our mess a minority when it comes to the 6x16s? Do the others have the same issues and don't recognize it as such? Are they just hoping we'll figure it out?

Bobby, I don't think one has to actually remove the ip to jump a tooth. Seems just removing the stock/OEM 1st gen oil fill spout allows access to the ip's gear and set-bolt. Might want to lock the pump before hand if not make note of the ip's current timing so as to be able to reset it to that figure once up a tooth, then advance from there.
I've been on aggravating call this past week and haven't been able to mess with mine like I'd like.

Perhaps this week one of us can jump a tooth easily and see what's up.

[RSWORDS]

Just a heads up David, look for boost leaks...

The nut on my V-band clamp on the outlet of the compressor was not tight. PIcked up over 5psi (I say this because I went from 55 to pegging my 60 psi gauge, I really need to turn that waste gate down. I dont want to do ANOTHER head gasket. ) and I got ALOT of my bottom end back.

Truck runs alot better... Still gonna play with the timing. Yeah I wonder also were the big boys are (paging Bgilbert and KTA; Bill, Brian, Can you hear us?) probably sitting back laughing there asses off at us. I'm sure after we dig and try and fail and try again they will give us a shove in the right direction. Or maybe we are knocking on the door of what sets them apart from the rest the crowd with these big injectors and they dont want to let the cat out of the bag!

Or maybe not

[Begle1]

I've never heard of somebody successfully jumping a tooth with the timing cover still on. It's kind of designed so that you can't, so that it's hard to screw up an IP R&R.

[BC847]

I've never heard of somebody successfully jumping a tooth with the timing cover still on. It's kind of designed so that you can't, so that it's hard to screw up an IP R&R.

Yeah, I can't remember if the gears have straight-cut teeth. Need to look in the manual. I know that the IP gear rests on the cam and accessory gear. Hmmm . . . .

Just a heads up David, look for boost leaks...

Yeah I wonder also were the big boys are (paging Bgilbert and KTA; Bill, Brian, Can you hear us?) probably sitting back laughing there asses off at us. I'm sure after we dig and try and fail and try again they will give us a shove in the right direction. Or maybe we are knocking on the door of what sets them apart from the rest the crowd with these big injectors and they dont want to let the cat out of the bag!

Or maybe not

I wonder the same .. . .

[Richie O]

Maybe mine is running good because I have mild fuel screw settings. I am at like 43 psi max. I may not be to the overfueling stage yet.

[PToombs]

Have you guys tried powering the KSB for an added timing jump? I know I unplugged mine for 1 dyno run and lost 30hp in a heartbeat. I won't be doing that again!

[RSWORDS]

My KSB is not hooked up for teh advance. non-IC'ed

[BC847]

My heap's a '93 IC'ed. As such, the KSB needs 12vdc to activate.

I've a switch in the cab that over-rides the charge-air temperature switch. The KSB is engaged when racing.


With the conservative HX35-Hybrid/HT3B setup, I'm over 65psig boost as measured at the intake log with an ISSPRO 60# gauge (pegged). [whisper]Needs more advance[/whisper]

[burnt_servo]

is the pop pressure between the pod's and the 6x16's the same ?

[BC847]

bgilbert says ~

"Stock pop pressure is 245 bar, which equals 3554 psi. 1 bar = 14.5078 psi."

NOTE: I'm led to believe that dropping the pop-pressure a little mimics advancing the injection timing event by allowing fuel flow just that much earlier. The Scheid 6x.016" EDMs are set to 3400.

[crewcabxlt]

pods pop at 260 bar,thats why they like lots of advance. i wonder how hard they are on the pump?