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Message: [QUOTE="Charles, post: 1566211, member: 103"] The only reason we were fighting the IDM before was because the plunger travel was not tied to the crankshaft rotation. With HEUI the injection rate is pitiful, and independent of rpm. What worked fine at 2000 rpm had nothing driving any urgency by 3000 rpm and it just flatlined. If you built the injectors described in the first post of this thread, you could increase the injection rate, but as rpm climbs nothing is MANDATING that the injection rate climbs with it. The oil either fills the intensifier piston chamber quicker..... or not, depending on ICP commanded and the flow across the poppet, vs oil per unit time required in that chamber. There are some ways that can increase oil flow that require an increase in injector on delay, the simplest being increased poppet travel. But that requires increased "over" gap to allow that travel, which increases the on delay of the injector, making the commanded pw higher than the delivered pw comparatively. The injection RATE however, will slightly increase, so the added on delay is simply accounted for with a timing bump. The problem there is when you max out the IDM signal protocol with all that extra baggage in the pw command. Two IDM's fixes that but if the extra curricular pw command isn't needed, you never run into an issue with the IDM because the true injection window, sans any fluff, is well within the IDM signal protocol. So what's a good way to create a sense of urgency to ensure plunger travel WILL happen in the same crank window, no matter what? A big steel cam lobe underneath it with zero ***s to give. The magic of the P7100 at rpm. Imagine a P7100 with CR pressures and infinitely variable timing.... Toss in automatic temp based adjustments for starting and altitude just for fun. Then wrap it up in the fact that a HEUI truck is already made to run it. Swapping rotella for a cam lobe is a big F'ing game changer. [/QUOTE]