Vais01

I see 575 to 625 now at 60 MPH, under the conditions I mentioned earlier. This is an improvement over the stock airbox. I'm sure the 1300 CFM of flow capability is helping. I normally see 0-1 PSI of boost at 60 MPH. Also the intake(air horn) temp is lower between 5 and 10 degrees. If I had the time and money I would like to install another temp probe it the hot pipe (prior to the intercooler) to really see the difference in air temp the turbo produces. According to a Borg Warner software to size turbos the temperature of compressed air as it exits the turbo will be near 415 degrees while pushing 35 PSI of boost. If this is accurate the BD aftercooler is doing a great job knocking that down to 100 degrees within the intake manifold at 90 degrees ambient air temp. Also before the new BHAF that temperature would be up 10 degrees under the same conditions which is leading me to believe the turbo is operating more efficiently.

I had to see it to believe it. Very well done. You may want to develop a program that sled pullers and performance guys could use to maximize the performance of their trucks. You could make some serious profits from this. Very nice work.

There is some advancement according to load and RPM but I do not have much info on dynamic timing.

Does this only happen when at operating temp?

Fleetguard filters for sure. As far as oil any quality 15W-40 meeting the CJ-4 API spec shall work. The 6.7 Cummins also uses a flat tappet system so you will be fine. Just food for thought the current Ram Trucks Diesel supplement manual states Mopar approved, Shell Rotella or Shell Rimulla branded oil. I prefer Shell Rotella oils over Chevron Delo oils. I run Rotella T6 and have better results as far as wear in my oil analysis. Do not run ZDDP additives as they are not approved for use by Cummins. Hope this is helpful.

My truck is an 01 auto and the actuator is electronically controlled and under the drivers side battery. The actuator controls a push pull cable that enters the rear of the bell crank and retains and modulates the throttle position mechanically via this cable. The manual trucks are fully electronic and do not use the actuator. My truck was built in mid 2000 so there is the possibility that build dates may play a roll.

There is some computer adjustment. What I mentioned was if the key was far out of the spec for the pump. I've seen this only once and the truck had very poor fuel economy. The owner found the issue after reading one of Mikes posts on where the VP states the key to be used. Funny you mention it.

Yes my injection event starts earlier but with the 150 degree spray pattern it hits the bowl very close to where the 153 degree spray would contact it. You can inject fuel at a much earlier state by altering static timing. This of course would mean using a different offset key. Most VP44 pumps will be stamped with the correct key to be used as these pumps are all slightly different from one another. So if you ever swap put a VP44 and a shaft key is not included you risk the static timing being off.

Heat is the driving force of a turbo. On a diesel the exhaust volume is high but our exhaust gas temps are low when compared to a gasoline powered vehicle. Now on the topic of heat. The OE cast iron manifold retains heat very well but heat is also rejected through the manifold through conduction of the hot exhaust gas then convection of the heat that the manifold has absorbed. So the easy cheap way to address this is to use a heavier(thicker walled) exhaust manifold from an RV or an industrial application. The other is the use of 304 stainless steel which in its nature has a high tolerance to the heat within it. Stainless steel also reflects heat that is within the manifold and increases the driving force on the turbo. This is a marginal difference but every last bit helps. To answer the 2000 hp engine heat explanation. Water methanol injection is common for those engines.

You can only gain some afterwards you will begin having loss of performance and potentially create cylinder washout and piston crown hot spots. I have gotten my best fuel economy at stock timing due to my injector spray angle being at 150 degrees rather that 153 which is stock for a VP truck and POP set to 295 vs 310 which is the Cummins spec. I can run higher timing compared to others due to the spray angle but like I said through testing I have not seen any gains.

There are small contacts that corrode within the actuator head if this is the fly-by-wire. I do believe it can be disassembled and cleaned. Also check the bell crank push pull cable to ensure it has not broken and let us know. Give it a slight tug to be sure it's attached.

Sounds like a valve body issue. Seems the converter is remaining locked.

Excessive timing can cause poor performance overall. Reduced fuel economy, poor turbo performance, poor throttle response, reduced horsepower and torque and even the potential for engine damage. Injecting fuel too early means you will ultimately be loosing torque because the leverage of the crank and rod position is not in its prime location for best performance. Reasons for this is the fact that the fuel may not spray into the bowl therefore potentially spraying the piston crown and creating hot spots and cylinder washout. This also happens when the injectors have too low of pintle opening pressure(POP setting). This is why we pull, clean and POP check our injectors between 60,000 to 100,000 miles.

There is a dedicated fuel curve that is programmed to the ECM with all the fueling maps. It takes into account load, RPM, mass air, IAT, road speed, transmission input and output speed, gear selection, altitude and selects the correct dosage to inject. This can happen in a single event or multiple injection events. On newer common rails EGT and several other parameters are taken into account to choreograph the best injection method. By effectively raising the rail pressure the fuel can be atomized to a finer level when multiple injection events occur. This produces a finer, smoother and cleaner combustion. I have been chatting with a Ford engineer on the new 6.7 Powerstroke and some projects which he can't tell me the details but he has stated this is one of the ways they cope with the emissions compliance. Keeping rail pressure high creates cleaner combustion with multiple injection events. A pressure loss during injection of 100 PSI can equate to nearly 25-50 horsepower loss.

So gents another quick update. From driving a particular route in similar conditions last week (light rain, temperature in the mid 80's and humidity up near 80%) my cruising temp at 60 MPH was floating around 600-650. Using the new BHAF I have seen a slight drop in cruising EGT of roughly 25 degrees. I was again driving 60 MPH and the EGT's were I'm the 575-625 range. The biggest overall difference is in transient turbo boost speed when passing. So the trucks overall responsiveness has been better than using the factory airbox. Then again these are only marginal differences but it seems to be an overall improvement. A MPG test may commence tomorrow with a 40 mile loop.

That is correct. The A/R ratio determines the exhaust flow velocity through the volute which acts against the turbine wheel. The turbine wheel then becomes the point of restriction for a brief period until the shaft speeds up and begins creating boost. After that the drive pressure rises incrementally according to boost pressure. On a VGT you can alter the A/R ratio thus producing boost at low speed and high speed without the unnecessary high drive pressure.

Yes, much better thank you very much.

It could be if cruising on the interstate.

That makes a small difference haha.

Drive pressure cam be as high as 2.0:1 without hurting the HE351VE. Holset does state 1.5:1 as safe. Also the HX35W 12cm turbine housing wastegate only controls 1 of the 2 volutes so if you measure drive pressure on the rear volute the pressure will seem normal while the front volute will be over 1.1:1 when the wastegate opens. This is another reason the HY35W was used on the auto transmission trucks because the wastegate is nearly always open and the turbine housing is a single volute.

Thanks you me78569. It seems the 2nd and 3rd photos have flipped around but the data is obviously there. As you all can see all testing looks promising so far. I will keep everyone up to date as I see results.

Increasing rail pressure would also have a similar effect. This is one of the reasons the pressure in a common rails have gone up. A VP truck does have a duration adjustment Quadzilla has this option known as pump stretch. A VP44 can change timing and duration only. Go too far on the duration and your truck dies or has difficulty trying to run when you let off the throttle from a hard pull.

Pretty much all that in a nutshell. Just a preference of my own the liquid to vapor thing is not something I like hearing because liquid implies near zero atomization and the possibility of hydro - locked cylinders. I know exactly what you mean though and couldn't agree more.

Duration changes and reduces power when temperature increases beyond 140 degrees but the fuel injection quantity remains the same. Alot of folks believe advancing the timing is a great way to receive better fuel economy. The truth is although it may help that is not the key reason for fuel economy gains. Common Rail 5.9 trucks (depending on year) can have up to 3 injection cycles per cylinder during the powerstroke this reduces the sound and allows for higher cylinder pressure because the pressure of combustion is spread out evenly during the combustion event. This means if the common rail trucks have greater timing and duration controls and can modulate them over a wider range to create greater power and fuel economy. Timing is not the only factor involved in fuel economy.

Well craptastic ....unfortunately as much as I would like to donate, my pocket book only coughs up dust.