600% nozzles???

psduser1

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Good point. Friction probably goes up significantly as engine rpm increases. That is probably one of the reasons why oil change intervals are being pushed out on cars because they are spending less time in higher rpms due to the increase in number of gears in transmissions or cvt's.

I have to keep in mind the context of this discussion which is maximum performance not maximum longevity with acceptable performance. Thanks for learnin me on this :)
HP and rpm areally diametrically opposed, lol. Ford was selling the "longest lasting" pickup back in the '90s, and the 7.3 carried that out. Now the customer wants that, but they want a dragcar to do it with.
 

superpsd

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Oil change intervals have gone up due to tighter tolerances and oil technology advancements.
 

ja_cain

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HP and rpm areally diametrically opposed, lol. Ford was selling the "longest lasting" pickup back in the '90s, and the 7.3 carried that out. Now the customer wants that, but they want a dragcar to do it with.
That being said, my Integra has 8000+ rpm redline and spent a significant portion of its first 100,000 miles well above 2000 rpm. Car now has 260,000 miles. Granted it's not a 7.3 or 6.7 but still impressive in my mind. It just doesn't have the rotating/reciprocating mass of these big beefy motors either. I guess the harmonics just aren't as crazy as the bigger motors either.
 

ja_cain

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HP and rpm areally diametrically opposed, lol. Ford was selling the "longest lasting" pickup back in the '90s, and the 7.3 carried that out. Now the customer wants that, but they want a dragcar to do it with.
Don't really understand the statement that hp and rpm are diametrically opposed. Hp is a function of rpm and tq. I'm not the sharpest tool in the shed either so maybe I'm just not understanding your comment. :)
 
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Back to the op. We can talk all this crap in another thread.


Hey Charles,..... Let's put some 300/80's on your truck..... You have never experienced a good clean running truck....


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CATDiezel

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Morgan.... you pick on the 7.3L while your playing with the big boys upstairs....

Sympathy pains??? Lol
 
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Yeah but does each shot deleiver like a P-pump does?? The same amount nearly every time, and at that RPM yeah the ECM will deliver a signifacnt amount of messages to the injectors, but in the world of truck pulling where we need significant amounts of fuel injected extremely quicky, precisely, and at the time we need it, would you put your fuel system up against a sigma 8 cylinder pump for flow and rate of injection?? The limitations are all present, the ability to have complete control over the injection event is the beauty of common rail, and well HEUI too, with the P-pump being the old skool tech, I would be very impressed if your 6.4 shamed a Haisly or Schied truck at that.. When that happens I'll buy the beer.
 

CATDiezel

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No to answer your question of "does it deliver" lol...

Kinda a apples to basketballs comparison there.
Your dealing with guys wanting to keep OEM "DESIGN" and make it compete.

Nothing against it. Just a preferential choice for some.
 
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To answer your question... No it doesn't.... It can vary to timing and pulse width to account for rpm and load desired.

To not give retarded amount of fuel when it's not desired....


The fact that I can rev to 5500 without choking it out with fuel and start cold at 14:1 compression ratio without either is a testimate of how commonrail works.


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True to that, I'd love to see a 6.4 go out and compete head to head with 14mm P-pumped trucks all day with well engineered fuel system, like I said if you can make it happen, it'll definitely impress me, but 3.0 is a tough class, those boys don't come out to play with wittle stuff at that point, and your truck is no joke, it would shame damn near anything and everything here in Middle Tenn but in your neck of the woods 3.0 trucks are bad dogs.. you've got me convinced a nice P-pumped 7.3 should do the job just as well..
 

bigrpowr

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So you payed credit, or cash, details...

Dyno values don't matter to you, and you think a truck running 28* of timing sounds like a bag of hammers...

My first post was dead on. You don't understand much, you just do what you're told, and pay someone else to tune it in such a way that 300cc's is the max the poor engine can take.

A stock bottom end will only hold 500hp if you treat it like sh*t too.

The golden gate bridge could only support a few thousand pounds without failure if dropped from space...

That doesn't mean the golden gate bridge can only support a few thousand pounds.

hey buddy , long time no talk. miss you. hope you still have my number, it hasn't changed in 10 years.

on topic -

HOLY hell I cant believe I'm reading half of this crap. a built motor cant handle 600hp now ? ben's handled 2200 no problem , split the block once a year or so if the boost ever spiked over 180 with (3) HX 82's . it aint the block that's the problem, nor the headgaskets, its thos big ole clunky things pointing down into the cylinders . if it fires on oil, its back of the pack, period. at least the 6.0 seems to have jumped SOME of the hurdles , but even then , not on par, and never will be with out an alternate injection system. a smart person told me that back in 08 .. thank god I listened ! enjoy the truck, but don't expect a ***king miracle from it !
 
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Isobaric

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I wish I could get one of those nifty combo pressure transducer glow plug thingys that they use in the Volkswagen for my 7.3. Been meaning to call the company and see what configurations they offer.

I love these threads. The little bit I take away from it makes me look like I halfway know what I'm talking about when having work related discussions with my brother.


Unless you are only concerned with peak pressure, I wouldn't waste resources on pressure transducers integrated into factory plugs (glow or spark).
Not only do the orifices introduce ringing, making further derivation of the pressure trace useless (heat release, MFB, MBT, etc), but it is almost impossible to isolate the piezo element from mechanical stresses present in the cylinder head.
Just my $0.02
 

ja_cain

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Unless you are only concerned with peak pressure, I wouldn't waste resources on pressure transducers integrated into factory plugs (glow or spark).
Not only do the orifices introduce ringing, making further derivation of the pressure trace useless (heat release, MFB, MBT, etc), but it is almost impossible to isolate the piezo element from mechanical stresses present in the cylinder head.
Just my $0.02
Good point. I've seen poorly machined transducer ports effect transducer readings when they are fully seated. All that expansion and contracting and dynamic pressures would definitely make it tough. Definitely need to be temperature compensated like say a baratron but that is the least of our worries. I'll have to ask my brother what they use on their test rigs to collect cylinder pressure data.

I still think peak pressure at lowerish engine speeds would be helpful. This seams to be where all the nasty stuff happens with direct injection.

Sorry about the derail. I have turned my comments off :)
 
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psduser1

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Don't really understand the statement that hp and rpm are diametrically opposed. Hp is a function of rpm and tq. I'm not the sharpest tool in the shed either so maybe I'm just not understanding your comment. :)

Hp/rpm and durability are opposed . You are correct, hp and rpm are directly related! I was trying to type coherently, and failed miserably.
 

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