Or another way to look at it is a pressure box that is adjustable on the fly could perhaps extend longevity by a long shot.
I find that with mine its mostly turned off for daily driving and crank it up just on occasion.
Keeping the engine completely stock at the twist of a **** is kinda nice.

 

Heat is still not bad...unless it is too much!

 

An 80HP injector and a 80HP pressure box deliver fuel in the same (general) way -- more fuel in the same squirt length. Some additional points:

1. if you go too far with just an injector, you will develop more boost than the ECM is happy with an you'll set an overboost code. From what I'm hearing, a mild injector runs very well without a box -- its not the drivability that is in question, it is the question of boost fooling.

2. The rail itself, and its durability, is not in question. As the guys from TS point out, Bosch says the rail can run at 29,000 psi all day. I think they are right. where they are not right is with regards to the real limitation, which is the pressure relief valve. This we have known for some time (and see recent TDR post where someone popped theirs by going beyond the std EZ level 4) presents a practical limit of ~26,000 psi. beyond 26,000 you are at risk of nudging this valve open.

3. Injectors are quite a bit more difficult and time consuming to remove of you need to have the vehicle serviced. A simple pressure box takes like 90 seconds to remove.

4. the reason boxes arrive before injectors is because electronics is easier to build than injectors. That aside, DD had injectors for the 03 trucks very early on.

 

The TST ads a bit of injection timing to the mix so actually the fuel comes on a little earlier and closes very close to the stock post timing position.

 

yea, I posted a doug-ism a while back: if you lengthen duration without a timing advance, the result is a net retardation of timing. the VA duration box does this.

thats excellent info on the TST mattymac. if the injector shuts off at approximately the same angular position of the piston as stock, then this is clearly a net timing advance. no wonder folks are reporting a fuel economy improvement.

 

So what would come on stronger and provide better bottom end power, a EZ/Ramifier or injectors?

 

Haven't head anything on this forum about the van aaken box, anyone with luck? I was considdering the bully dog but heard one too many bad things, actually the only person with something good to say about it was trying to sell me one.

 

I really like my VA, its the pressure box. I hear the duration box makes em run pretty hot.

It's nice having a 3 position switch to adjust on the fly. VA was developing this box in europe before the CR engine was available over here. Its mild and makes the most power down low for towing and actually dials back in the upper RPM's so its not a good box for street racing. Never has thrown a code for me and I haven't heard of any others with code troubles.

 

Does this VA duration box stack w/ Banks Six-Gun, or PDQ's Volumizer? Both are pressure/timing.

 

Dunno but I have heard of using it with an EZ

 

I can't think of a reason why the VA duration box wouldn't stack with either the Banks or the Volumizer. I just haven't tried it yet. What the C3.2 needs is pressure and timing to cool it down.

The Banks box appears to do more sophisticated timing than the Volumizer. I can tell that the Banks box runs cooler than any other pressure box. I just haven't had time to test it with the VA C3.2 because the Banks, even with its timing, is still more fuel than the stock turbo can handle.

boy, the six gun with speed loader stacked with the VA duration box. that would be enough torque to blow your tranny into next week. assuming you had enough air. and assuming you had enough fuel. The VA itself approaches the limits of the stock 6-speed clutch, as it is very strong down low where duration has a lot to offer.

 

Doug,

I have a thread going regarding the single miss problem with the TST. I was very impressed with the box but not with the random miss that seemed to present itself too many times in the 4 days that I ran it. Now that it has been brought to light more than a few people have chimed in and sent me pm's with the same problem. Have you tested the TST and if so did you encounter the single miss problem?

For me I should have stayed with my original plan of a C3.1 and Stage II's. I would have saved myself a lot of time, freight charges and aggravation. The nice thing about plug-n-play is that it's easy to remove and return to stock. Since I'm changing out the turbo and clutch the return to stock for me will be out of the question. So the question becomes do you go with DD injectors or try to wait out Don M?

 

boy there's no real clear answer. For me, I decided to wait on the TST until I get more air, so no I haven't tested one yet. I'm concentrating on the ~100 or less boxes which are themselves too much for the stock huffer.

Injectors and the C3.2 sound like a good combo. However, depending on your goals you might still consider a pressure box to lift the top end of the torque curve and give you more peak HP. Injectors will lift the entire torque curve, which for the C3.2 is very strong down low and relatively weak at the top end. So if there was such a thing as a pressure/timing box that would be a good stack. right now Banks is the only one available. Quadzilla was teasing us not too long ago so you now they are working on one. Van Aaken themselves is working on timing, and if they ever come out with a timing/duration box then you could stack that with a simple pressure box.

But the stack is not necessary, particularly if what you want is a high torque rise horsepower curve for towing. My only comment about the C3.2 + injectors plan is that timing is absent. If you like the torque curve of the C3.2 then indeed, the choice is clear: add injectors. And if Van Aaken is ever succesful with timing/duration (recall that they were hoping to include timing with a software change but realized that the C3.2 hardware was insufficient) you might want to see about trading in the C3.2 for the new box.

As for the injectors themselves, well personally I think Don is on the cusp of a real contribution, so I'm watching his work with a great deal of interest. He's already demonstrated more horsepower with less fuel flow (on the 600). the traditional extrude honing process is proven and reliable, but I expect will smoke a bit more and be less fuel efficient than Don's nozzles.