Reply to thread

Message: [QUOTE="Charles, post: 1295480, member: 103"] You can't understand that for a given charger setup a BIGGER nozzle will make more power because it can get the required fuel in the hole quick enough that it has time to make use of the available air. EGT will come down, power will go up, smoke will go down. Running the stock nozzles in his case would drag the event out requiring all that pw his program has in it and dooming the setup to be low powered and smokey. On the flip side, if a compound setup for instance is sized appropriately for an engine it will usually be running around HALF of it's available pressure! So if you drive around with a compound setup running 60 to 70lbs of boost instead of the 120 to 150 or so the setup could EASILY produce and be happy, does that do the same thing for your brain? Do you just want to do a solid machined block, fire rings and full bitch everything else or do you set the gate so the charger setup is EFFICIENT and makes the desired power??? Is a compound setup where each compressor could loaf and do 120+ just a total "waste" and "pointless" when operated at 70psi??? That's your logic with nozzles. Your logic applied to turbocharging would be that if you're not spinning the compressor to the point of near overspeed with flames coming out the discharge then it's just a waste..... yet for some reason with turbochargers your brain doesn't fail like it does with nozzles. With turbochargers your brain can handle the fact that a set with more capacity when strung all the way out is actually very efficient when run in the heart of the compressor efficiency islands as opposed to overdriving a smaller set near choke. Have the turbocharging department in your brain talk to the nozzle department if you would. You really can't understand that there are two, 2, II, dos, deux dimensions controlling the fuel in the hole. One is duration, and the other is pressure. In your mind there's just a "FUEL" knob somewhere that gets twisted to the right or the left, lol. For whatever reason you refuse to understand that the larger nozzle can inject fuel QUICKER!!! The problem is not more or less fuel, it is injection duration with respect to crank angle travel. With a larger nozzle you can reduce the engine timing and pop the fuel in the hole right where you want it giving the engine a timing break and a thermal break because the fuel has all that extra time to be BURNING, not sitting behind the nozzle waiting it's turn to even get INTO the cylinder to START burning before the exhaust valve opens! The point of a larger nozzle is to inject fuel quicker! As power comes up, you have to get the fuel through the nozzle faster and faster. The only reason that programming ever even dials the pw UP in the first place is to try and drag power out of a nozzle beyond the point where the nozzle was quick enough. Trust me, the OEM engineers didn't pick the injection window they did because it was NOT efficient for that engine! You don't need to "turn the fuel down".... you need to undo the *** up which was "turning the fuel up" that happened on a stock nozzle before you started changing hardware. Changing hardware was the correct approach to pick up power to begin with, but you dragged out the pw in the program instead of doing it right and going to a bigger nozzle when you wanted more power when the truck was otherwise STOCK! The truck smokes, runs hot and efficiency is down. Then once you exhausted that approach you finally go to larger nozzles but forget to set the injection window back to a suitable duration, so things are still ***ed up on the larger nozzles now. But since the larger nozzles are CAPABLE of flowing much more fuel, the programming that was purposefully dicked over to force the stock nozzles to try and work back when you were half-assing it and should have been upping nozzle not pw in the first place now kicks the sh*t out of your pump, and sprays fuel so late and inefficient that you start blaming the charger setup. But for some reason you can't use tuning to correct the larger nozzle back to an appropriate injection window, you say it's a hardware deficiency, yet the only reason the pw is so high in the first place is because to begin with you made a program change dialing in pw on a truck INSTEAD of correctly making a hardware change and increasing the nozzle size!!! lol. You ***ed up the software when you should have been making a hardware change, then refuse to correct the software after finally making the needed hardware change! That's what's so funny. You talk about half-assing it, yet you half-assing it is what got your program so ***ed up in the first place back when you did intake, exhaust and a chip, then drove around hot and smokey for that power. Using your example, above the reality would be it's cold in a room, but the weather is fine outside so lets open the window. Problem is the window is too small to keep the room comfy, so you crank on the heater. Fine, but you're wasting energy when all you needed to do was install a larger window in the first place, but whatever. So you really want it a little warmer than the heater can make it so you finally get around to installing a larger window and now whoa.... it's waaaay to hot in here, so your answer? Well, better crank on an AC unit now to cool things back off.. All I'm saying is just turn the G'damn heater off that you shouldn't have ever turned on in the first place... [/QUOTE]