hey don
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From: In the Shop
I have a little more:
Using the same truck above and a pressure box on the street with the EDM injectors we got a MAX of 900 degrees EGT today. This was with the box on the 60 HP setting. 41 PSI of boost. Twin Turbos.
Thats just about 400 HP on the Dynojet.
Don~
Using the same truck above and a pressure box on the street with the EDM injectors we got a MAX of 900 degrees EGT today. This was with the box on the 60 HP setting. 41 PSI of boost. Twin Turbos.
Thats just about 400 HP on the Dynojet.
Don~
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From: Spokane, Wa
Don,
Am I correct in assuming that these were about 70 hp EDM's? Also, since I'm stepping up the turbo in preparation for a set of you EDM's, what would you consider max safe long term boost for an '03 with a set of your ARP studs? Do the 03's have the mls gasket stock?
-Richard
Am I correct in assuming that these were about 70 hp EDM's? Also, since I'm stepping up the turbo in preparation for a set of you EDM's, what would you consider max safe long term boost for an '03 with a set of your ARP studs? Do the 03's have the mls gasket stock?
-Richard
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From: In the Shop
No they are about 30HP. Some of this power gain is from the twin turbos. This goes for the EGT reduction as well. But it runs cooler with the EDM's VS the lower powered stock units. Smoother too.
I am still not sure what the total EGT reduction is with the EDM's, but we got to over 1800 degrees in the past with the big honed injectors using the twin turbos and only managed about 540 HP. This tells me the reduction is probably 500 degrees or more. Of course the power of the injector alone is reduced, but this is not a problem when we add the box into the mix.
The idea I am forming is to have this milder EDM injector for mileage increases when cruising or towing. This gives us low EGT and a slight power gain over stock. The pressure type or the duration/timing type boxes can be switched on to give the big power punch. You can basically get the best of both worlds.
We are hoping to dyno the EDM's and add the pressure box into the mix tomorrow. This in theory should bump us over 600 HP.
The weekend holds in store a night of drag racing to compare the old ET and MPH increments. Roughly 700 or more miles will be added to the clock this weekend to help get some mileage comparisons too.
From a dead stop there is a small and I mean small puff of smoke using the pressure box on the 60 HP setting. This was at 3000 feet of elevation and 85 degrees outside temp. 41 PSI total boost and 900 low degrees of EGT.
Total EGT was 1100 degrees with the TST box on KILL using the dyno. My experience is showing a 300 degree higher number on the street or strip when compared to the dyno EGT.
IMO we are getting close to a final product that will deal with the high EGT's these trucks are running.
Don~
I am still not sure what the total EGT reduction is with the EDM's, but we got to over 1800 degrees in the past with the big honed injectors using the twin turbos and only managed about 540 HP. This tells me the reduction is probably 500 degrees or more. Of course the power of the injector alone is reduced, but this is not a problem when we add the box into the mix.
The idea I am forming is to have this milder EDM injector for mileage increases when cruising or towing. This gives us low EGT and a slight power gain over stock. The pressure type or the duration/timing type boxes can be switched on to give the big power punch. You can basically get the best of both worlds.
We are hoping to dyno the EDM's and add the pressure box into the mix tomorrow. This in theory should bump us over 600 HP.
The weekend holds in store a night of drag racing to compare the old ET and MPH increments. Roughly 700 or more miles will be added to the clock this weekend to help get some mileage comparisons too.
From a dead stop there is a small and I mean small puff of smoke using the pressure box on the 60 HP setting. This was at 3000 feet of elevation and 85 degrees outside temp. 41 PSI total boost and 900 low degrees of EGT.
Total EGT was 1100 degrees with the TST box on KILL using the dyno. My experience is showing a 300 degree higher number on the street or strip when compared to the dyno EGT.
IMO we are getting close to a final product that will deal with the high EGT's these trucks are running.
Don~
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Joined: Aug 2004
Posts: 228
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From: sutter CA
Originally posted by Don M
No they are about 30HP. Some of this power gain is from the twin turbos. This goes for the EGT reduction as well. But it runs cooler with the EDM's VS the lower powered stock units. Smoother too.
I am still not sure what the total EGT reduction is with the EDM's, but we got to over 1800 degrees in the past with the big honed injectors using the twin turbos and only managed about 540 HP. This tells me the reduction is probably 500 degrees or more. Of course the power of the injector alone is reduced, but this is not a problem when we add the box into the mix.
The idea I am forming is to have this milder EDM injector for mileage increases when cruising or towing. This gives us low EGT and a slight power gain over stock. The pressure type or the duration/timing type boxes can be switched on to give the big power punch. You can basically get the best of both worlds.
We are hoping to dyno the EDM's and add the pressure box into the mix tomorrow. This in theory should bump us over 600 HP.
The weekend holds in store a night of drag racing to compare the old ET and MPH increments. Roughly 700 or more miles will be added to the clock this weekend to help get some mileage comparisons too.
From a dead stop there is a small and I mean small puff of smoke using the pressure box on the 60 HP setting. This was at 3000 feet of elevation and 85 degrees outside temp. 41 PSI total boost and 900 low degrees of EGT.
Total EGT was 1100 degrees with the TST box on KILL using the dyno. My experience is showing a 300 degree higher number on the street or strip when compared to the dyno EGT.
IMO we are getting close to a final product that will deal with the high EGT's these trucks are running.
Don~
No they are about 30HP. Some of this power gain is from the twin turbos. This goes for the EGT reduction as well. But it runs cooler with the EDM's VS the lower powered stock units. Smoother too.
I am still not sure what the total EGT reduction is with the EDM's, but we got to over 1800 degrees in the past with the big honed injectors using the twin turbos and only managed about 540 HP. This tells me the reduction is probably 500 degrees or more. Of course the power of the injector alone is reduced, but this is not a problem when we add the box into the mix.
The idea I am forming is to have this milder EDM injector for mileage increases when cruising or towing. This gives us low EGT and a slight power gain over stock. The pressure type or the duration/timing type boxes can be switched on to give the big power punch. You can basically get the best of both worlds.
We are hoping to dyno the EDM's and add the pressure box into the mix tomorrow. This in theory should bump us over 600 HP.
The weekend holds in store a night of drag racing to compare the old ET and MPH increments. Roughly 700 or more miles will be added to the clock this weekend to help get some mileage comparisons too.
From a dead stop there is a small and I mean small puff of smoke using the pressure box on the 60 HP setting. This was at 3000 feet of elevation and 85 degrees outside temp. 41 PSI total boost and 900 low degrees of EGT.
Total EGT was 1100 degrees with the TST box on KILL using the dyno. My experience is showing a 300 degree higher number on the street or strip when compared to the dyno EGT.
IMO we are getting close to a final product that will deal with the high EGT's these trucks are running.
Don~
Don my big question to you is what about the guys who just want to run a single charger and make about 500 or so ponies that can still use the upper 300's-400hp towing? is there an answer?
On quadzilla's 03 they used the stock hy/9 and ht3b twin set up and they made 619 on #2 and NOS. I would say this would be a quick spooling 500hp street setup that would pull pretty good as well for around the neigborhood of $2000 or so. Just need 2 or 3 external wastegates to bleed off all the drive pressure between the hy9 and 3b I would think.
Let us know how it looks for tomarrows testing Don. And keep up the Awesome work!!!
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From: Boise, ID
Mattymac,
The idea of using the stock charger and a HT3B is definately a step up from a single charger but is more complicated. BTW my truck is the one the testing is being conducted with. Basically my chargers are similar to a 40/3B combo. They are different chargers that as far as I know no one has used but wheel sizes compared are quite similar to the 40/3B. I can tell you that I wish I had a smaller turbine housing for my top turbo as the lag is more than I'd like. The fueling curves of the 3rd gen is quite different from the old trucks and a smaller exhaust side on the top charger is warranted IMO.
Nathan
The idea of using the stock charger and a HT3B is definately a step up from a single charger but is more complicated. BTW my truck is the one the testing is being conducted with. Basically my chargers are similar to a 40/3B combo. They are different chargers that as far as I know no one has used but wheel sizes compared are quite similar to the 40/3B. I can tell you that I wish I had a smaller turbine housing for my top turbo as the lag is more than I'd like. The fueling curves of the 3rd gen is quite different from the old trucks and a smaller exhaust side on the top charger is warranted IMO.
Nathan
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Joined: Aug 2004
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From: sutter CA
Originally posted by Idaho CTD
Mattymac,
The idea of using the stock charger and a HT3B is definately a step up from a single charger but is more complicated. BTW my truck is the one the testing is being conducted with. Basically my chargers are similar to a 40/3B combo. They are different chargers that as far as I know no one has used but wheel sizes compared are quite similar to the 40/3B. I can tell you that I wish I had a smaller turbine housing for my top turbo as the lag is more than I'd like. The fueling curves of the 3rd gen is quite different from the old trucks and a smaller exhaust side on the top charger is warranted IMO.
Nathan
Mattymac,
The idea of using the stock charger and a HT3B is definately a step up from a single charger but is more complicated. BTW my truck is the one the testing is being conducted with. Basically my chargers are similar to a 40/3B combo. They are different chargers that as far as I know no one has used but wheel sizes compared are quite similar to the 40/3B. I can tell you that I wish I had a smaller turbine housing for my top turbo as the lag is more than I'd like. The fueling curves of the 3rd gen is quite different from the old trucks and a smaller exhaust side on the top charger is warranted IMO.
Nathan
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From: Boise, ID
I meant it is more complicated then a single and IMO less reliable due to more parts (and I have two trucks with twins 
). You will have to do some wastegate work to keep the drive pressure reasonable. The 04.5 turbos have a nice big compressor wheel but the exhaust wheel is pathetic. The dang wastegate flap looks bigger than the exducer on the exhaust wheel. Nothing some good wastegating cant cure though.
). You will have to do some wastegate work to keep the drive pressure reasonable. The 04.5 turbos have a nice big compressor wheel but the exhaust wheel is pathetic. The dang wastegate flap looks bigger than the exducer on the exhaust wheel. Nothing some good wastegating cant cure though.
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Joined: Aug 2004
Posts: 228
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From: sutter CA
Originally posted by Idaho CTD
I meant it is more complicated then a single and IMO less reliable due to more parts (and I have two trucks with twins ). You will have to do some wastegate work to keep the drive pressure reasonable. The 04.5 turbos have a nice big compressor wheel but the exhaust wheel is pathetic. The dang wastegate flap looks bigger than the exducer on the exhaust wheel. Nothing some good wastegating cant cure though.
I meant it is more complicated then a single and IMO less reliable due to more parts (and I have two trucks with twins
). You will have to do some wastegate work to keep the drive pressure reasonable. The 04.5 turbos have a nice big compressor wheel but the exhaust wheel is pathetic. The dang wastegate flap looks bigger than the exducer on the exhaust wheel. Nothing some good wastegating cant cure though.
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From: Drive till ya hit a Polar Bear, then go back 50 miles
Originally posted by mattymac
performance manufacturer test all his products with twins if only about 5% of the diesel crowd runs them? Is it only because we still havent found a single to keep up? Twins are nice if one is willing to spend the $$$ but there are alot of people that dont want to do it, but Ive seen many singles keep up with 600 hp and also seen them make over 800 with ease.
performance manufacturer test all his products with twins if only about 5% of the diesel crowd runs them? Is it only because we still havent found a single to keep up? Twins are nice if one is willing to spend the $$$ but there are alot of people that dont want to do it, but Ive seen many singles keep up with 600 hp and also seen them make over 800 with ease.
As for singles that can keep up with 600 and make 800 on the dyno. These are not singles that could ever possibly be street driven with any kind of manners at all, especially with an 03 and up truck, due to the boost differential fueling.
Rod
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From: In the Shop
MM,
The truck we are using just happened to have twins installed at this time. It has had four different turbo systems on it since May
Three of the four set-ups were single chargers. The stocker was one of the turbos and it lasted two pulls with the TST box on 4/4 and blew up! LOL!!
Shorlty thereafter more singles were used.
I had a heck of a time even getting what I wanted in an EDM injector. As I posted once before, the nozzles are very different and respond to different changes when compared to the older units. This slowed everything up, but we did not want to hold up installing twins to get that testing underway.
As time goes by the nozzles will be tested on all the popular single turbos. I hope to have something ready in 3-4 months now! With a ton of work and some luck that can be a reality.
More dynoing takes place today, but it is with twin turbos. I will post if interested. We want 600 plus HP to make that the first Common Rail to it.
Posting data as it comes out helps to do two things.....spur some interest to hopefully sell some and help offset this way too expensive development and make a little record for people to always be able to go back and read. Like a public record complete with dates
The truck we are using just happened to have twins installed at this time. It has had four different turbo systems on it since May
Three of the four set-ups were single chargers. The stocker was one of the turbos and it lasted two pulls with the TST box on 4/4 and blew up! LOL!!Shorlty thereafter more singles were used.
I had a heck of a time even getting what I wanted in an EDM injector. As I posted once before, the nozzles are very different and respond to different changes when compared to the older units. This slowed everything up, but we did not want to hold up installing twins to get that testing underway.
As time goes by the nozzles will be tested on all the popular single turbos. I hope to have something ready in 3-4 months now! With a ton of work and some luck that can be a reality.
More dynoing takes place today, but it is with twin turbos. I will post if interested. We want 600 plus HP to make that the first Common Rail to it.
Posting data as it comes out helps to do two things.....spur some interest to hopefully sell some and help offset this way too expensive development and make a little record for people to always be able to go back and read. Like a public record complete with dates
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Joined: Nov 2002
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From: Boise, ID
The main reason the testing has been done with twins is because that is the direction I chose to go with my truck for racing and dynoing. While maximum peak hp was part of the goal it's not the only goal. As Don has stated increased mpg and reduced egt are other heavily weighed factors. That is the reason these injectors are relatively small in comparison to the honed stockers I ran previously. You can bet that once we see something promising from a set, such as these, they will be tested extensively in a single truck as well.
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Joined: Mar 2003
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From: the shop
a little off the subject
but
why isnt anyone trying a b1-b2 twin settup yet?
I think these injectors sound great
i like the idea of 2mpg gain @ 1.90 /gallon
wouldnt take long to pay for em
especially when #1 fuel will probably be over $2
more power is always good
but
I myself could care less about major power gains at this point
Ive got enough to put a smile on my face.
just would like to see my truck make better use of the fire hose of a fuel supply going into it
sounds like these injectors are addressing my needs
Im impressed
Don , can I be your friend?
but
why isnt anyone trying a b1-b2 twin settup yet?
I think these injectors sound great
i like the idea of 2mpg gain @ 1.90 /gallon
wouldnt take long to pay for em
especially when #1 fuel will probably be over $2
more power is always good
but
I myself could care less about major power gains at this point
Ive got enough to put a smile on my face.
just would like to see my truck make better use of the fire hose of a fuel supply going into it
sounds like these injectors are addressing my needs
Im impressed
Don , can I be your friend?