I finally found the link to your photobucket album
It has been a little crazy around here lately. Nice pics and keep posting as I am very interested in how it ends up. Vlamica has hinted at organizing a west coast IDI rally. I may approach the subject in the spring.
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1994 F-350 7.3 IDI Turbo, crew cab, E4OD,4:10 L/S, LB, Dually Photos
ATS Turbo upgrades: 3" DP with 3" exhaust Magnaflow XL muffler: Pictures Here
1997 Jayco 323RKS fifth wheel w/2 slides, Air Lift 5000 bags
Pillar pod: Autometer C2 Series gauges: pyro,trans, boost, water, oil pressure
Hypermax Cowl induction, K&N air filter, flex-a-lite 26K trans cooler with fan,Tekonsha prodigy
Train Horns: Pictures here
I don't know how the stock compares to Bank's turbo, but it seems like you'd need to go larger than stock. Back to the comprssion issue... I'm not sure if compression is limiting boost on the IDI or the turbo is limiting boost. I think 12lbs. is about all I ever got out of the Bank's turbo
well one turbo is a 100mm holset im just thinking about the other one would stock work or should i go smaller? itd be a compound setup maybe a trip to the ford dealer to find out what the new psd runs is in order
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88 F-250 body,550 rear frame setup, 7.3 idi, back up camera, class 5 bumper hitch welded to frame and gusseted, front mount hitch and off road lights,93 front clip, headache rack, 37" humvee tires, ac power converter,factory buckets from quadcab, power windows and locks,cobra 29 cb w/ 102" whip, high lift jack behind seat, toolbox for the junk, visor, running lights, huge front bumper, oba,
in progress western style mirrors, holset turbo, airhorns, and some other goodies
I finally found the link to your photobucket album
It has been a little crazy around here lately. Nice pics and keep posting as I am very interested in how it ends up. Vlamica has hinted at organizing a west coast IDI rally. I may approach the subject in the spring.
wow that link has been up a while
ya keep the input coming i need it to keep me working on this and the rest of life out of it
ya im trying to start a pa rally here me and strokersmoker7.3 are working on it hes local to me like 10 min away
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88 F-250 body,550 rear frame setup, 7.3 idi, back up camera, class 5 bumper hitch welded to frame and gusseted, front mount hitch and off road lights,93 front clip, headache rack, 37" humvee tires, ac power converter,factory buckets from quadcab, power windows and locks,cobra 29 cb w/ 102" whip, high lift jack behind seat, toolbox for the junk, visor, running lights, huge front bumper, oba,
in progress western style mirrors, holset turbo, airhorns, and some other goodies
i know the boost gets high with a compound setup but i can try and just see what i get out of it
and if it breaks ill fix it
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88 F-250 body,550 rear frame setup, 7.3 idi, back up camera, class 5 bumper hitch welded to frame and gusseted, front mount hitch and off road lights,93 front clip, headache rack, 37" humvee tires, ac power converter,factory buckets from quadcab, power windows and locks,cobra 29 cb w/ 102" whip, high lift jack behind seat, toolbox for the junk, visor, running lights, huge front bumper, oba,
in progress western style mirrors, holset turbo, airhorns, and some other goodies
Back to the comprssion issue... I'm not sure if compression is limiting boost on the IDI or the turbo is limiting boost. I think 12lbs. is about all I ever got out of the Bank's turbo
It's both the turbo and compression. Banks and ATS and Hypermax all have their turbo kits for these things set to run right around 12 psi. When you turbo an NA motor, you esentially double compression. So you take these motors the are making 21:1 compression the turbo them, your past 40:1. There for if you can lower the compression enough you can safely run 20+ psi. Just a a comparison, a 7.3 PSD is somewhere around 17:1 compression I believe. That's why stock those turbos put out around 20 PSI. If this is wrong, sombody correct me
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1989 F-250 4X4 C-6 7.3 IDI, 4.10 SRW, Cobra 148GTL, 4ft bed mounted whips, 12" Powerbass sub, 600W Powerbass amp, Sony Headunit, GPC override(thanks M.L.S.C), Factory Ford aluminum rims from OBS PSD, 4" exhaust, no soupbowl, B&M shift kit
It's both the turbo and compression. Banks and ATS and Hypermax all have their turbo kits for these things set to run right around 12 psi. When you turbo an NA motor, you esentially double compression. So you take these motors the are making 21:1 compression the turbo them, your past 40:1. There for if you can lower the compression enough you can safely run 20+ psi. Just a a comparison, a 7.3 PSD is somewhere around 17:1 compression I believe. That's why stock those turbos put out around 20 PSI. If this is wrong, sombody correct me
I'm new to diesels but fairly versed in terms of boost, you are close to correct. In order to double an engines effective compression ratio you need add one atmosphere of boost (14.7 psi or 1 bar). So a 21:1 motor on 12 PSI would be about 38:1 effective compression while the 17:1 motor at 20 PSI is about 40:1 effective. A higher compression motor will be more driveable as it has more off boost power than a lower compression motor. However a lower compression motor can make more overall power due to larger cylinder volume. Cylinder volume and displacement are not one in the same, displacement is a measure of the swept volume, the volume in which the piston travels while cylinder volume is the swept area plus the compression or fixed area which is the combustion chamber. Simply put compression ratio is simplty a function of swept area volume versus combustion chamber volume. Since a lower compression engine has more total cylinder volume it it possible to pack more air/fuel in under a boost condition than a higher compression engine under the same boost. This is one reason among several that boosted engines tend to run lower static compression than their NA counterparts. Then there's dynamic compression but that's a whole nother discertation LOL
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1986 F350 Crew Cab 2wd SRW. 1991 7.3 IDI, T-19 4spd Sterling 10.25 3.55, 12" HD clutch. A Banks waste gated turbo. 5" cut down Peterbilt stack. Midwest rebuilt IP turned up. AC Delco 6.5 GM 12V GP's, working great. Running W85 high performance zero-gel diesel! D60 front conversion, 4wd conversion, dually conversion, and steel flatbed conversion now underway. Man those frame rivets are a pain!
1966 Porsche 911. 1983 911 SC engine with modified Zenith carbs, headers, 911S brakes, custom fuel rails, MSD 6al box with timing computer, 1974 IROC body kit. 1850lbs, 200rwhp, total blast to drive.
I'm new to diesels but fairly versed in terms of boost, you are close to correct. In order to double an engines effective compression ratio you need add one atmosphere of boost (14.7 psi or 1 bar). So a 21:1 motor on 12 PSI would be about 38:1 effective compression while the 17:1 motor at 20 PSI is about 40:1 effective. A higher compression motor will be more driveable as it has more off boost power than a lower compression motor. However a lower compression motor can make more overall power due to larger cylinder volume. Cylinder volume and displacement are not one in the same, displacement is a measure of the swept volume, the volume in which the piston travels while cylinder volume is the swept area plus the compression or fixed area which is the combustion chamber. Simply put compression ratio is simplty a function of swept area volume versus combustion chamber volume. Since a lower compression engine has more total cylinder volume it it possible to pack more air/fuel in under a boost condition than a higher compression engine under the same boost. This is one reason among several that boosted engines tend to run lower static compression than their NA counterparts. Then there's dynamic compression but that's a whole nother discertation LOL
Thanks for clearin it up. I knew it went somethin like that. Now I gots it. LOL
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1989 F-250 4X4 C-6 7.3 IDI, 4.10 SRW, Cobra 148GTL, 4ft bed mounted whips, 12" Powerbass sub, 600W Powerbass amp, Sony Headunit, GPC override(thanks M.L.S.C), Factory Ford aluminum rims from OBS PSD, 4" exhaust, no soupbowl, B&M shift kit
anyway heres the indoor not cold part of the build
im building injectors
<a href="http://s571.photobucket.com/albums/ss155/hotrod220257/motor%20porject/?action=view¤t=Picture001.jpg" target="_blank"><img src="http://i571.photobucket.com/albums/ss155/hotrod220257/motor%20porject/Picture001.jpg" border="0" alt="Photobucket"></a>
the hole im making bigger to increase flow
modding the seat could give better pattern im thinking a vane on it or even a bigger hole well see
more pics in photobucket link on first? page
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88 F-250 body,550 rear frame setup, 7.3 idi, back up camera, class 5 bumper hitch welded to frame and gusseted, front mount hitch and off road lights,93 front clip, headache rack, 37" humvee tires, ac power converter,factory buckets from quadcab, power windows and locks,cobra 29 cb w/ 102" whip, high lift jack behind seat, toolbox for the junk, visor, running lights, huge front bumper, oba,
in progress western style mirrors, holset turbo, airhorns, and some other goodies
Thinking out loud here. If the volume of fuel from the IP stays constant, which it will without modification, then increasing the size of the holes in your injectors will not increase the volume of fuel delivered just the rate at which it's delivered. It may also decrease atomization because there is less nozzle restriction.
I used to build a lot of high performance gas motors, mostly carburated. A good example of the above theory is the accelerator pump circuit on a carburator. It the nozzle size is increased the pump will deliver it's charge over less time. Changing the pump cam can increase volume output up to the limit of the pump or change the rate or placement of delivery based on the cam lobe. Drawing upon my experience with race motors it is important to point out that everything on an engine is part of a system. How to you plan to increase pump volume to take advantage of the modified injectors? My guess is that this mod will actually decrease power.
Just something to think about. I don't want to criticize or discourage you since I am anxious to see the results of the work you are doing on this engine and would like to add my help if it is in fact helpful. I am not a diesel specialist so perhaps I have it all wrong. On the other hand I have seen many gas motors built that weren't put together as a system and therefore did not perform well. I have also seen relatively simple motors put out tremendous power (302 naturally aspirated putting out over 500hp for example) because the builder put together a very good system. One of my favorite drag cars from those days was a 5.0 mustang in which the owner did very little to improve the power from the engine. Instead he reduced parasitic loss in several ways, built an excellent suspension to harness the power, improved aerodynamics and reduced weight. That car very often beat other mustangs with lots of engine modifications. The result was a car that was easily daily driven and cheap to maintain yet wicked quick for what it was.
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1986 F350 Crew Cab 2wd SRW. 1991 7.3 IDI, T-19 4spd Sterling 10.25 3.55, 12" HD clutch. A Banks waste gated turbo. 5" cut down Peterbilt stack. Midwest rebuilt IP turned up. AC Delco 6.5 GM 12V GP's, working great. Running W85 high performance zero-gel diesel! D60 front conversion, 4wd conversion, dually conversion, and steel flatbed conversion now underway. Man those frame rivets are a pain!
1966 Porsche 911. 1983 911 SC engine with modified Zenith carbs, headers, 911S brakes, custom fuel rails, MSD 6al box with timing computer, 1974 IROC body kit. 1850lbs, 200rwhp, total blast to drive.
Thinking out loud here. If the volume of fuel from the IP stays constant, which it will without modification, then increasing the size of the holes in your injectors will not increase the volume of fuel delivered just the rate at which it's delivered. It may also decrease atomization because there is less nozzle restriction.
Thats what I been trying to say all along. the injector is just a nozzle, the pump is where the magic is done.
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91 F350 crew cab 4x4 7.3 ats and intercooled with cut down 2000 ps cooler, bigger turbo comp,head studs, torque cam, coated rockers , balanced. very good power.
pyro,boost and all stock guages ignored with mechanical real ones
Fugitive sandrail. type 4 2840 turbo fi, lots of fun
Thats what I been trying to say all along. the injector is just a nozzle, the pump is where the magic is done.
Again it's a function of volume vs. time. If you just modifiy the pump for more volume output and leave the injectors unmodified you will get more fuel volume in the cylinder but it will take longer to flow through the injector. Think of it as a system. Increase the pump volume and then increase the injector flow rate to match and you'd likely get the most improvement. You are right though, it's best to start with the pump.
Also remember increasing the diameter of a hole to double it's original size increases it's area by about 4 times the original area. essentially making it flow 4 times as much. It's like jetting a carb, take baby steps.
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1986 F350 Crew Cab 2wd SRW. 1991 7.3 IDI, T-19 4spd Sterling 10.25 3.55, 12" HD clutch. A Banks waste gated turbo. 5" cut down Peterbilt stack. Midwest rebuilt IP turned up. AC Delco 6.5 GM 12V GP's, working great. Running W85 high performance zero-gel diesel! D60 front conversion, 4wd conversion, dually conversion, and steel flatbed conversion now underway. Man those frame rivets are a pain!
1966 Porsche 911. 1983 911 SC engine with modified Zenith carbs, headers, 911S brakes, custom fuel rails, MSD 6al box with timing computer, 1974 IROC body kit. 1850lbs, 200rwhp, total blast to drive.
If he increases the size of the hole in the top picture, it won't do anything to the actual amount of flow coming out of the injector at the pintle. The only thing that particular change would do is possibly increase the amount of maximum flow through that part of the injector, however, I don't think that part could ever act as a restriction. I mean, even if you doubled the amount of fuel coming out the pintle at full throttle, I still don't think that part of the injector would limit the flow.
im hoping to mod my pump too to make these changes better
now i think of it the hole really wont restrict flow but if i can find a way to redirect the flow well see
also im looking to mess with different parts and pop test a bunch of different stock injectors
ill post all the changes and do a video of most just as a reference
i got a g and an e so far i havnt checked the rest ive aquired though so im taking donations in theroy though if we create a larger smoother flow in the injector with a larger pump we should see better numbers its just how?
and i think that hole being larger causes a larger volume in the injector that will inject more fuel (it has to go somewhere)
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88 F-250 body,550 rear frame setup, 7.3 idi, back up camera, class 5 bumper hitch welded to frame and gusseted, front mount hitch and off road lights,93 front clip, headache rack, 37" humvee tires, ac power converter,factory buckets from quadcab, power windows and locks,cobra 29 cb w/ 102" whip, high lift jack behind seat, toolbox for the junk, visor, running lights, huge front bumper, oba,
in progress western style mirrors, holset turbo, airhorns, and some other goodies
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im thinking a vane on it or even a bigger hole well see
Turn it up!
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