Sooo, . . . . . Has anybody tried replacing the . . .

[turboram]

But 6 deg would be all we could get

[RCCUMMINS89]

Longer injection events are not beneficial, acualy it is the opposite . .

I'm not arguing, as you do efi live on the cr............which teaches better tuning.

HOWEVER, I simply ask for the following................why is it then I can make more power in a ve application with smaller injectors and further in fulcrum point than larger injectors with lesser of a fulcrum point moving the same overall fuel.? I've done this on many trucks.

[RCCUMMINS89]

Oh, .............as an update, if anyone was waiting for me to do it.

I'm not going to pursue the boost referenced case pressure, until after I am done with another turbo etc.



If/when I do it, I'll start a thread on it.



Back to BC's thread.

[turboram]

[why is it then I can make more power in a ve application with smaller injectors and further in fulcrum point than larger injectors with lesser of a fulcrum point moving the same overall fuel.? I've done this on many trucks.[/quote]



Because injection pressure goes up creating better atomization , which in turn makes a faster burn making peak cylinder pressure closer to right after tdc . Also bigger injectors and faster injection rate harms without enough air to burn it

[RCCUMMINS89]

Agreed...................

So, what I"m seeing is true ONLY because of a by product of something else? I can live with that, and it makes sense.

[Mark Nixon]

Sounds like the principle reason why the HPCR is both a clean and powerful system.
Sometimes the drive for cleaner emissions DOES have a positive effect on performance.
It's just too bad it's only in a roundabout way and the emissions have to be negated to do so.

Mark.

[RCCUMMINS89]

Getting off track a little..................but just so it's been said, IMO CR is superior to any other injection system hands down. To power, efficiency, cleanliness, and fuel economy.

[turboram]

Getting off track a little..................but just so it's been said, IMO CR is superior to any other injection system hands down. To power, efficiency, cleanliness, and fuel economy.

Agreed , why do you think thats whats being installed on my puller right now . not giving up on the ve just taking a little beak .... I will still have the record eventually

[Mark Nixon]

Turboram, don't worry, it's not being disloyal.
It's called being competitive.

Mark.

[BC847]

Well, the beach-place is occupied by the wife's, brother's family, so I'm home. The rain has . . . . . lessened. There are breaks in the clouds letting the Sun get some steam going . . . . . awesome.

So, somewhere in swapping in the new/old-stock IP (I figure), I lost some fuel. Couldn't get the EGTs above 1300 or so. Truck was WAY slow at the track. More recently, my FSS started presenting as though it had a plug missing from the plunger.
- Yesterday, I removed the DVs so as to see if they had any FSS plunger remnants in them. Nothing found. Went ahead and installed some NON-ICed DVs I had laying around. After milling the plunger a little, installed a new FSS (that replaced had a small erosion streak in the rubber that meets the associated seat i the H/R).
Drove it around the block to find it ran very weak. WAY down on fuel. WTH?
- Reconfigured the throttle-indexing and main fuel-screw settings. BIG improvement. I'm thinking I had the throttle-indexing too loose as I was, in that setting, making up for it with the main fuel-screw. As such, I was using the fuel-screw to set my idle. You have to look at the VEs internal throttle-cage thingy to see what I'm talking about. Tightening the index required backing off the fuel-screw. (The initial setting apparently was limiting movement of the spill-port's collar).
- Reset RCCUMMINS89's adjustable timing spacer to it's loosest position and twisted the IP back to where the engine rattled a little when tipping into it (this heap runs best there).

Truck runs pretty good as it sits now.

Gonna redo the timing light thing today with a different setup. Hope it works like I think it will

[RCCUMMINS89]

So I'm pretty sure you answered this somewhere else in this thread.........

But are you currently running a shortened or stock 3800 spring? And then which index mark are you on now? The "stock" "2nd" mark or the 3rd mark.

[BC847]

IIRC, I simply made it match the length of the stock/OEM spring. I may have shortened it a loop or so, I can't remember.

Indexing? I don't have a photo but IIRC, if one were to look at the left half of things, looking down on the throttle-shaft, the lie of the shaft would be at the topmost line on the plate.




Ever played with the throttle cage thingy?




If so, you've possibly noticed the fuel-screws lever has it's own pivot-point (my thumb's got it). At the bottom of that lever, is a second pivot-point that the throttle-lever, and governor-lever ride on. The governor-lever has the actual spill-port collar connection (post).

It seems to me that the fuel-screw lever gets things in the ball-park if you will. The throttle-lever sets the tone (your foot's input) with that being influenced by the governor-lever.

At one point,I apparently had my (modified) fuel-screw in so far it would limit the return position of the throttle-lever. I think this would explain how/why I was able to set my idle . . . by way of my main fuel-screw.

Frankly, last night I just played with a couple of different index settings. I actually got it to where it acts like it would runaway if I ran the main fuel-screw in any further. That's a first.

[RCCUMMINS89]

I've got similar acting abilities to what you've been having.

Mine is still indexed on the 2nd mark. 2nd down on the left side.........also is the "stock" mark on most pumps. (i/c).

I have always set my idle via fuel screw as well, until recently with my big injectors I can't get it high enough anymore with the fuel screw........it'll want to run a way. Now I did shorten the 3800 spring (maybe not short enough?).

[BC847]

Been sidetracked renovating the beach place's bathroom . . . . . . . . . who am I kidding. It's one of those home make-over deals.

During it all, I've been able to drive the truck a couple or three thousand miles and have come to the conclusion that I don't care for the way the engine performs with it going to full (relative) advance way early with the jacked-up case pressure. It just doesn't have the wide range of power like it did before. The power, while strong from say, . . . 1800 ~ 2500 rpm, would nose-over BIG-TIME by 3000. I've backed-off the case pressure to about 55psig @ 850rpm and am dialing in the static timing.

Now, it's a little more smoky leaning into the throttle at low rpm. I suppose the NON-IC'ed DVs I snuck in not too long ago aren't helping there.

Still gonna pursue a little stiffer timing piston spring.

To complicate things somewhat, in an effort to clean up some of the low smoke related to the DVs, I've also pulled-out the custom M&H fuel-pin and am running your run-of-the-mill home ground fuel-pin. A side benefit is the elimination of the fuel leak associated with over-extending the little needle thingy.

It's hot outside and the air's thin.

[RCCUMMINS89]

I hear ya.............here is my new problem.


My truck hazes at idle unless I run like a bagillion degrees of timing. Then I haze non stop driving down the highway because I can't spool my turbo. At 80mph.......it runs like 3 psi.

If I back of my timing like 1/16 of an inch.........I have no problems on the highway, but my truck PUKES at an idle.

I'm about fixing to go back to the stock set up.