Don M

This past June I finally got the engine I have been building over the last two years dropped in. Mostly uneventful except a turbo explosion I knew was probably going to happen.

Spent the summer hauling trailers full of stuff with the new engine for fast ring seating. When I first got running I did not have time to build any sticks for the truck so I used some old stock 215's I had.

I knew the pistons I used with the specialized bowl would not be optimized for stock 215's, but figured I would try it. The summer was pretty much a smokey and miserable time. Even with the HX40 size turbo I have on there now. Smoke at all speeds, Nasty smoke. Terrible economy and terrible haze. Around 10 MPG was it. Less than 9 towing. ):

I blew the first turbo up in 1 week with one single hard blast on the pedal after I got the nerve up. Limped home. Replaced turbo.

Got the nerve up again to bury the pedal (close to the house of course ) again about 3 months later. Pop goes several injection lines. Ends blown off. LOL . Limped home. Had killer B.A. lines made of stupid strong material. Spent threee days getting them bent right. ):

While I had the lines off I decided to build the RIGHT stick for the piston I spent weeks working on. Was not sure what to expect, but Man. I got it right the first go round!!!!!!!! New sticks, new lines and mucho new power and economy.

I have tripled the size of the 215 in static flow rate. Changed the spray angle and number of holes. With about 200 miles test time I have gone from 10 MPG to at least 20! No BS. Highway driving.

The cool part. Basically no smoke. A very small haze at WOT getting on the freeway. No nasty haze. Just very mild. The bottom end is insane. Frickin' nuts. I have gained a gear in city driving.

I know the turbo is way too small for this huge injection pump I have, but I wanted the wife to be able to daily drive it without too much smoke, etc.

It was making a tick over 640 HP with the stock 215's, HX40 size turbo and this goofy pump. I dont suspect the peak power is any better now, but the COn FE is maxed anyway so I cant try. The rack is maxed at 9MM of travel for the 640. Any more and the clutch goes zing zing.

Im happy! It runs cleaner than a 24V at 600 easily. Tons of bottom end and no smoke!

Don~

joefarmer

I like my new injectors too... my transmission made a popping noise.



brandon.

Don M

Ahhh, yeah the famous trans popping noise. That usually means something really important broke. When the truck wont go forward...thats not a good sign.

Ph4tty

Must be a busy man throwing in the 215s in there. What is it they say about the mechanic's truck is always in need of rr? Seriously though 20 mpg is great.

Looks expensive Brandon =\
Maybe running too much of the f-1 fuel??
Are you just making stuff up now??

joefarmer

Lemme change that... F1 fuel system.

brandon.

signature600

Just send me the 215's so you won't be tempted to do that again

Chris

Ph4tty

OIC. I'm going for the official dtr idiot as my title

Ph4tty

Why is it the 24vers are all over the f-1's, but I rarely see them in 12ver's sigs??

wana12v

I would say partially cuz you can get 370's for cheap on a 12v.

Don several questions.
1 how do you get enough air from a 60mm charger to obtain 600hp?
2 would running larger injection lines have kept you from blowing them off?
3 Running a large 13mm pump like I assume you are, does it not damage the pump by running such small injectors (215's)
4 Also running such a big pump (bigger p&b, custom cam, big cc's), but with alot less duration (9mm rack travel) have anything to due with smoke output? cuz I still have lots of smoke at wot with a 66mm charger at 50psi with 17mm rack travel and only 465cc's. wondering affect of duration on smoke. enlighten us you wizard of fuel injection

cumminsdriver635

Hey don, do you think the stock 215 injectors are pretty decent, and how much HP can be made on them without any modification to the injector or internal motor work/pistons? Id like to keep mine and be able to run mid 14's(with pump work), and probably some bigger DV's. Thanks

Eric

2500CTD

HAHA You got beat by a NEON!!!

Totallyrad

Don M, I thought that when you were properly tuned all you would/should get was a brown haze from the pipe. Now, if that's correct, congrats on finding a winning combo that works for you. Matter of fact, 600 HP that can get 20 mpg would be great in the world most of us live in!!! Now if you can keep the egt's down and the tow mileage up, might be time to market the formula. Good job!!!

LanceD

where do you learn all this stuff, I would like to know how

Don M

The little turbo is driving EGT up very high on the top end. I cant use WOT for very long at all. EGT and boost go insane. The first turbo that exploded was the same thing. HX40 class. I use a tattle gage for boost. I checked it on the side of the road after the explosion and it read 79 PSI. Over speed? LOL. It is retarded rich but we know we can be and still continue to make power. Part of the reason it makes the power is injection pressure which quickly vaporizes the fuel. I do run around 22 degrees advance at the injector.

I ran the 2mm's for years. One by one they would fail. Im back to the 2mm line again, but they are stronger and more durable than the old school lines.

The pump is certainly making more pressure than the pumps you find on Dodge/Cummins. Larger plungers and many internal changes to help everything live longer. This pump is 3 years old, but has had different cams and plunger sizes installed dozens of times.

Your question 3 and 4 come close to answering themselves. With only 9mm of rack I only inject fuel for a small time. Ultra high pressure though. Quick burst, early in the stroke. This reduces wear on the pump.

You can line up 10 pumps all with the same overall CC delivery, but in the end it is NOT apples to apples. The powers that be in the pump world all started with specs from Bosch that are preconceived from them. They are taught to set it up for "X" spec and the fuel delivery curve will be the way Bosch intended. Part of the set up is a measurement of CC's. But this measurement is overall CC's. CC's throughout the entire plunger travel. It cant measure CC's per crankshaft rotation in degrees. Only the overall amount. So your 465 CC pump injects 465 @ 17mm's, but mine injects 370 @ 9mm's. But mine injects mucho more volume at say 0 degrees through 5 degrees than yours does. Mine has already stopped injecting while yours continues. Overall you inject more fuel, but I pump it in faster. Higher heat release rates, earlier and faster. At these engine rotational speeds, with enough heat in-cylinder ( at least 1200 degrees @ TDC ) we can burn the fuel as fast as we can inject it. No joke!

The piston bowl design I have is silly simple, but effective. A few tricks in that area coupled to the proper injector paid dividends. I was seriously worried when I installed the 215's. Smoke was high, EGT was high and economy was terrible. I knew the bowl was not optimum for the 215's, but once I began to follow my own rules the results were worlds away from what I had.

Mike D

So this engine has common rail traits in a 12 valve world...