So this is the truck that started my addiction. This is about what it looked like when I brought it home in 2010. It has had a few different turbo, injector and pump setups. I'll just give a quick run down of what they were and what the current is.

 

 

First setup (past stock) was a set of cpp 7x.010s, he351cw, tst pm3/diablo power puck/smarty, built auto, and ad II 165.

 

Next notable setup was a bit of a step up. s467.7, Infinite performance 6x.013s, tst comp/ts mvp, common rail cylinder head, same built auto and lift pump. All this time was on the original injection pump which I did not realize until I ppumped.

 

 

The day after the dyno I decided to ppump to meet my further goals. Only things I changed was the injection pump and cylinder head (common rail head does not have the clearance required for a ppump). Single best modification I have ever done to the truck. Less smoke and more power. I ran 3 different turbo chargers with the first 180hp pump. S467.7, S475 and finally a S472. At which point I decided I needed compounds. Dyno sheet is for the initial setup. A 180hp pump with 5ks & 024 dvs, same 6x.013s, same trans and same lift pump. With a bit of nitrous involved.

 

And that brings us to the fun one. The compounds. The secondary (manifold) charger is a 66/68 with a .91 t4 housing. The primary is an S4T 86/110 with a 1.15 t6 housing. At this point I did purchase another ppump and sent it to Farrell Diesel to be benched. Transmission has been updated to a monster pump mike bolt together torque converter, larger input shaft and one of mikes outputs. I also stepped up to larger injector from Infinite. 6x.018s. It is a bit rowdy now lol.

 

 

 

 

42 minutes ago, rogerash0 said:

Hmm ya. That's still compelling but I wasn't even at 50psi of boost when I had the problem.

 

But what if your pop pressure(s) are lower then it would take less cylinder pressure to leak. Just for an example, my old stock injectors are popping at 240 bar now but still run fine no smoke or anything but that is roughly 600 PSI lower. Lots of variables that will impact if its cylinder pressure is doing this or not. What happens if you just have a weepy injector that not sealing correctly anymore? Also, don't quote me on the exact boost numbers. Remember there is compression ratio difference between the HO (17.0:1 Ratio) and SO (16.3:1 Ratio). Like I said there is way too many factors to state an exact boost pressure that will affect your particular case. 

Ya, we were just on a fresh D&J motor with fresh "new" injectors from DDP. I assume the motor was built with the SO compression ratio, but honestly that one slipped my mind (sad to say). I know they used OEM pistons, non-coated. I do have pics of the pistons installed with the head off if its identifiable. When I stop there in 4 weeks hopefully I remember to ask.

 

My injectors, 99% sure they were tested to 280bar, because they were recently set to 290bar by Lenny. They went back twice. First time they were faulty. Second time I was having smoke from hell problems and hard starts. I took a photo of the paperwork that came with them, and it may still be around here. It had the old pop pressure & new.

 

But overall I agree with ya. However I was on the side of the road adjusting my lift pump pressure with the adjustable AD2 base and trying out another spring AD sent me, and the problem did cease to exist with higher lift pump pressure. I still remember the folks who stopped to ask if I was ok.

I wasnt interested in running my lift pump pressure at >20psi, so I did everything I could to increase flow to the VP. No 90* fitting into the VP, high quality AN fittings, no T's for fuel pressure gauges, sump kit, etc. Even ran three different kinds of hose, all 1/2", just because I wanted to go with some high quality stuff second, third or fourth time around.

Edited October 12, 20177 yr by rogerash0

Might check out @Me78569 thread on using 330 bar injectors. Also stock pop pressure is 310 bar.

Thanks Moparman. Ill find the thread. I found my paperwork, and they were 290bar from DDP new, set to 295bar later on. See attached

Here is the thread above about @Me78569 running 330 bar injectors. 

 

Then there are the stock specs for injector pop pressures. 4500 PSI +/- 250 turns out 293-327 bar.

Edited October 14, 20177 yr by Mopar1973Man

ty. i was having a hell of a time finding the thread. found your thread on CF with the mystery vp44 diaphragm and other interesting things tho.

@jlbayes - I read in TFaoro's thread on CF that you went thru an output last fall, posted on 09-15-15. Thats on your auto right? I sprung for the billet output when I bought my trans and have often wondered if that was money down the drain. At what HP did you break your output? 

Edited October 15, 20177 yr by rogerash0

I asked the same question when I had Jon build my trans. Basically anything over 550ish is recommended to have a billet output. Output shafts are stronger then input shafts just by their size, they're a lot shorter and pretty fat. 

 

If you never ever plan on going into the big horsepower range then yea maybe it wasn't neccesarry, but one things for sure, you shouldn't worry about it breaking! 

 

My guess is @jlbayes was barely making 300hp because he didn't have his pump tuned like he wanted and was running some crap injectors at the time, but you can't turn down an opportunity to do a 10 minute burnout to show some duracrap what's up! 

 

 

 

 

I kid I kid!! Hahah

OOOOOOOOOOOOOOOOO savage.

Edited October 15, 20177 yr by trreed

haha, well thats the question. does it just have to hookup nasty after a burnout & regain grip to go to hell, or ? I dont know how they typically break, quite exactly.

 

@jlbayes - Seems like you are a big supporter of the 12cm housing on the s300's, because you have seen them perform and not bottleneck. I want one, Im sure it does do loads better under 2500 or 3krpms, but the only ones I can find for my SXE 62/68 are by DAP for $500 w/ long actuator or $550 /w short actuator. Why does BW & everyone else not make a 12cm housing for this turbo?

Also it sounds like DAP may be taking SXE compressor covers off of SXE turbos and retrofitting older comp covers with the 2nd gen outlet. Sounded like JKidd acknowledged it and downplayed it. Is this the case? Cumminsdog was talking about it and hes banned. Imagine that.

Edited October 15, 20177 yr by rogerash0

Output shafts are just a lot harder to break period. You either need to be throwin a lot of power or doing things that'll obviously cause extra abuse ie; burnouts, boosted launched, sled pulling or any other tom foolery.

 

Keep in mind that Cumminsdog was like the guy who CF admins seemed to hate because he contradicted everything that the general population of CF thought. What made things even worse for him, was that he was generally right and rarely if ever in the wrong, but I think the admin over there didn't like that. I think the main reason he got banned was because of his support of DOR and him trying to help people out who were having hard times dealing with them. Either way, he definitely didn't have a problem telling it like it was, regardless of who disliked it on the admin panel lol.

Oh ya, I very much received the sentiment you described based on his posting's. Thats why its a shame really.

I hope you guys know I should be packing my house because I leave in two wks, but Im glued to the information here & there. The addiction is real! I see jlbayes is running infinite performance injectors. I sent them a msg

Nice! Movings always a fun time *insert sarcasm* but it always ends eventually! haha

 

Looking forward to your experience with those injectors, I plan on getting some in the near future as well.

Unless someone buys these DDP 120's, which no one did when I listed them 2 months ago, its gonna be 6 months or more til I buy em. I gotta pay down some debt first so I can live with myself. Selling my AD165 and Edge JWA on FB was a joke, the edge guy returned it because of paypal, and the AD165 guy paid then asked for his money back the next day. Total waste of time and shipping

Yea selling things on FB is kinda sketch. Too many kids get on there and get in over their heads I think.

The last trans. builder wanted to upgrade the output for obvious reasons. I never broke it. The truck with vp on it went 7s in the 1/8th on a stock output.

 

A vp truck will not outflow the 12cm (,70) housing with a gate imo. The rpm range is far too low. Why I recommend them to people. The only company I know actively replacing the sxe covers was Industrial which they now have stopped. Idk about DAP.

 

The exhaust housing, Borg does not rate their housings in cm2 (Holset measurement). They use a/r ratio. .70 t3 is what you are looking for.

 

Wade was banned from cf for attempting to help DOR buyers get into contact with Danny. It was a shyte show.

 

If I missed anything it was not on purpose. 

We don't do no stinking burnouts.....

 

 

Thanks, Im well aware its a .70 T3 foot -- I cant find it anywhere from BW at all. Made me think the turbo isnt designed to run that housing. You saying the valves are the choke point for the intake really makes me want to put my stock elbow back on and test same day same conditions the difference. I will one day. Also makes me wanna run the 0.70 housing on the exhaust because if its not a choke point then there should be a lot of gains to be had /w that smaller housing. 

 

My drive pressure currently is highest around 50psi. My boost will be 43psi @ WOT while drive will be 43-45psi, and then drive slowly creeps up to 50psi, it hits that around 120mph (per gps), and boost will inversly fall at the same time down to around 37psi.

 

Point being, with the 12cm housing, Im sure drive pressure will be up. What is safe on a stock head? What is safe with arp625s? What is safe with arp625s and o-rings? It was handy to see on CF that your running Infinite Performance injectors. I know you mentioned them to me before. I know TFaoro was talking about 115psi drive pressure I think with his 62/65/12 & a 75/83/1.10. Whew. I thought that surely would be enough to cause some kind of havoc.

 

Btw I feel guilty for plaguing your thread but your a trove of information so its hard not to ask :x

Btw, btw, thats a good proper burn out :D

Edited October 16, 20177 yr by rogerash0

My suspicion is they are taking a gated s200 housing (s300g) and boring it for the s300s. I have no evidence supporting it, just me and my tinfoil hat LOL.

 

You will have to refresh my memory on what cam is in your engine? Tyler had a 188/220 and mine is the stock vp 24v cam. You may be able to get away with a bit more housing than I in this aspect. Both of my overall gauges are 100psi. And it pegs them both. Idk how much it actually makes.

 

Plague away. This is what I do for individuals that want to learn vs. follow a magazine build. LOL

Crazy. Im running the digital gauge setup /w sensors from Edge. Bit too spendy, but atleast they are good for 150psi or whatever it is. I can log them, etc. Not the best, but its what I got.

 

Ill fill out my sig. Shouda done it sooner anyway. I have the Hamilton 182/214 cam. mid-range if I understand it correctly. 

 

I called Industrial and they sell the 0.70 AR tubine housing for the 68mm wheel for $550. Its special order only, so you gotta call it in.. Its their Viper housing, which they say this about:

Quote

The PhatShaft utilizes the 68mm turbine wheel and is available in a 12cm or 14 cm exhaust housing in which we modify the angle of the exhaust nozzle, maximize the wastegate ports, and enlarge the wastegate chamber for full wastegate travel.

Edited October 16, 20177 yr by rogerash0

Mine are all mechanical autometers.

 

You may be ok with a gated 14 and will the higher stall recommendation in your thread it will tame it some.