Just a little more . . . . .

How to make it go fast

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Re: Just a little more . . . . .

Postby BC847 » Wed Feb 28, 2018 4:13 pm

PToombs wrote:Do you think that's bigger than a BHAF flow wise?

Absolutely! IIRC, I actually gained a mpg or so on the highway with it.
David

1993 12mm VE Fueled W250 CC, Green
12.67 @ 103.35
Your basic farm truck ;)
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Re: Just a little more . . . . .

Postby PToombs » Wed Feb 28, 2018 5:14 pm

:thumleft:
pete

Just enough power to break everything behind the crankshaft.
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Re: Just a little more . . . . .

Postby spencerdiesel » Thu Mar 01, 2018 8:16 pm

BC about How long/many miles has your truck been over 400 whp? What engine lube & drain intervals do you run?
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 bottomed @ 3 turns, timing bumped 3/16"
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Re: Just a little more . . . . .

Postby BC847 » Sat Mar 31, 2018 4:46 pm

spencerdiesel wrote:BC about How long/many miles has your truck been over 400 whp? What engine lube & drain intervals do you run?

Since about Oct, 2008.

Every year / 3000ish miles, which ever happens first.
David

1993 12mm VE Fueled W250 CC, Green
12.67 @ 103.35
Your basic farm truck ;)
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Re: Just a little more . . . . .

Postby BC847 » Fri Apr 13, 2018 8:29 pm

Not a whole lot to report as of late. Still haven't done anything with the new lift-pump stuff other than a bunch of Googling looking for stuff.

- I did recently pull all the Dvs out and remove pieces of rubber from five of them. :shock:
I've been running a milled-down basic rubber tipped plunger with full success for some years now. Having found all that mess in the DVs, I went ahead and had Ryker Carruthers convert one of my new plungers to the brass-tipped type. I hope to install that this weekend.

Over the last month or so, I've had a few opportunities to make a few passes at the local 8th mile track.
In the middle of March, it was almost cold (55*~60*f) and the few cars running combined with a not so well prepped track, had a lot of traction issues for everyone, myself included.

Launching for the first time with the triples and new tires was . . . violent and I had to get off it in a hurry.
https://www.youtube.com/watch?v=s-h46Jp ... e=youtu.be

I normally launch at about 25psig, The most I could launch relatively cleanly that night was about 15psig.
Out of six passes, the best for the evening ~

R/T: .230
60': 1.741
330: 5.287
1/8: 8.328
MPH: 80.21

I did notice the overall WOT smoke has cleared up nicely with the new turbos.
https://www.youtube.com/watch?v=0D947vk ... e=youtu.be



Running again the following week, it was warmer at around 75~80*f. Launching at the normal 25psig changed nothing over that of the week before.
https://www.youtube.com/watch?v=FBfUD7m_maE

I then remembered earlier this week, that as posted in this thread a while back, I turned the fuel down. :roll:


Still working on it. . . . . . slowly, but still . . .. .
David

1993 12mm VE Fueled W250 CC, Green
12.67 @ 103.35
Your basic farm truck ;)
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Re: Just a little more . . . . .

Postby BC847 » Sat Apr 14, 2018 8:50 pm

BC847 wrote:- I did recently pull all the Dvs out and remove pieces of rubber from five of them. :shock:
I've been running a milled-down basic rubber tipped plunger with full success for some years now. Having found all that mess in the DVs, I went ahead and had Ryker Carruthers convert one of my new plungers to the brass-tipped type. I hope to install that this weekend.


The thing still shuts the fuel just fine. :shock:

Image
David

1993 12mm VE Fueled W250 CC, Green
12.67 @ 103.35
Your basic farm truck ;)
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Re: Just a little more . . . . .

Postby Remps » Sun Apr 15, 2018 7:36 am

Does case pressure stay more even throughout the run compared to having the fuel screw maxed? And how has the locker been to live with?
'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: Just a little more . . . . .

Postby BC847 » Sun Apr 15, 2018 7:48 pm

Remps wrote:Does case pressure stay more even throughout the run compared to having the fuel screw maxed?


OK, some notes beforehand:

- Time is seen from left to right. Each of the yellow vertical lines is at one half second intervals.
- WHITE: Truck speed in MPH.
- PINK: IP case-pressure.
- ORANGE: Engine RPM.
- PURPLE: Boost (at intake log).

OK. See my colored DOTS at the bottom of the image? Start at the left with the RED DOT . . .

RED Dot: 547.5 seconds.
- Just cruising at 52 MPH.
- At 1632 engine RPM.
- There's 126 PSIG case-pressure.
- There's 3 PSIG boost.
It's at this point that I start mashing the throttle to the floor.

BLUE Dot: 549 seconds.
- I'm up to 54 MPH.
- The engine is up to 2050 RPM.
- The case pressure has dropped to 113 PSIG.
- The boost is up to 10 PSIG.
It's at this point the throttle's on the floor.

GREEN Dot: 550 seconds.
- I'm up to 63 MPH.
- The engine's up to 2659 RPM.
- The case pressure is up to 122 PSIG.
- The boost is up to 36 PSIG.
At this point, the engine RPM have risen thus increasing the IP's shaft speed, thus case-pressure has risen to the point of regulation. The dynamic timing is following that pressure fall and rise.

YELLOW Dot: 551.55 seconds.
- I'm up to 66.8 MPH.
- The engine's up to 2728 RPM.
- The case-pressure is up to 136 PSIG.
- Boost is at 55.5 PSIG @ the head.
It's at this point I have just started backing off the throttle.

Notice how as I let off the throttle, the case pressure jumps (and apparently becomes a little unstable. I think that's the case-pressure regulator bouncing opener and closer). You'll also notice the truck's rate of acceleration kicks up notably (WHITE trace). It's my belief the case-pressure jumping up, is more fully advancing the timing (as compared to the recent droop) resulting in more power to the wheels as is made evident by the uptick in acceleration.


Image


I need to have that full injection event timing advance for the duration of the WOT, in a perfect world.
- It may very well be a thing of adjusting the operating characteristics of the case-pressure regulator.
- May be as simple as dialing-in the IP timing-advance device spring.
- Turning down the fuel seems counter-productive in itself BUT, clearly, backing off a little appears to NET more power wound up.

This data-logging mess certainly invites a lot of consideration.

Shit.

There's a number of way to turn down the fuel if it HAD to be done. In my head, all the voices agree, this is not going to happen.
- Back off main fuel screw.
- Limit WOT via the high-idle screw.
- Raise the POP-pressure of the injectors (lots of fine-print).

Shit.

I think the best avenue to start with is to dial-in the timing advance device spring and its preload.



If I were a high-school boy, I'd be frustrated to the point of giving up as there's no App to do all this mess in a couple of minutes. Damn it!
David

1993 12mm VE Fueled W250 CC, Green
12.67 @ 103.35
Your basic farm truck ;)
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Re: Just a little more . . . . .

Postby BC847 » Thu Apr 19, 2018 8:04 pm

A couple of simple tweaks and a little air out of the tires took a tenth of a second off tonights one pass. Down to 8.27.

Still working on it. :|
David

1993 12mm VE Fueled W250 CC, Green
12.67 @ 103.35
Your basic farm truck ;)
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Re: Just a little more . . . . .

Postby RCCUMMINS89 » Thu Apr 19, 2018 8:57 pm

Videos?
89 RC on shortened 92 diesel frame - NV4500 w/dual disc/4.10s on 37s. - Self built pump, "hot screw", lots of timing, True high volume low pressure lift pump, 62fmw/68/.7gated, 77lpm SAC Inj., Studs/O-rings,- 423/1220 Mustang - 11/16/2013 http://www.TheHungryDiesel.com full line dealer, if you don't see it please ask.
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Re: Just a little more . . . . .

Postby BC847 » Thu Apr 19, 2018 9:35 pm

David

1993 12mm VE Fueled W250 CC, Green
12.67 @ 103.35
Your basic farm truck ;)
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Re: Just a little more . . . . .

Postby Remps » Fri Apr 20, 2018 5:59 am

So if you back off preload on your timing advance to the point of it wanting to over-advance boosting on the line, will it stay fully advanced down the track? I'd guess that would leave it a little noisy to drive home set up like that?
'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: Just a little more . . . . .

Postby erroljon » Wed Apr 25, 2018 10:47 pm

Not bad at all though.
1988 Dodge Ram 150 Offroad Modification: Added Warn Winch and Toyo tires.
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Re: Just a little more . . . . .

Postby oldestof11 » Thu Apr 26, 2018 4:57 pm

So do you have another pump to mess with? I have some tweaks I think you would like to try
Jon
93 D250~ Mismatch of cheap parts, trying to look fast going slow
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Re: Just a little more . . . . .

Postby BC847 » Sat Apr 28, 2018 12:24 pm

oldestof11 wrote:So do you have another pump to mess with? I have some tweaks I think you would like to try

I do. :)
David

1993 12mm VE Fueled W250 CC, Green
12.67 @ 103.35
Your basic farm truck ;)
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