Push Rod are you serious.. I have a buddy with a 500+ hp truck running a Standard B1 and that truck only sees 1400 as it goes past it with the Drag comp on 5x5. What type of dyno are you seeing these numbers with such low temps??

 

What sort of air system is he running? What injectors? We have numerous 500 pony trucks, with full B1s, Scottys, and Don's injectors on them whose temps run 1400F. As I said, the turbo will quickly peak to 1500F and then immediately drop as truck speed goes up and the cowl induction begins to take effect, usually by about 50 MPH. With lower quality injectors (any extruded injector, and some of the EDMs on the market), or an inferior air system, EGTs will be higher.

Once past 500, then the EGTs definitely start to head up, and by 550 they get scary.

Rod

 

First it's ...550 @ 1400,, then you say 550 is scary EGT?


Merrick

 

Merrick, do you have those turbo's broken in yet? I wish you had an air temp guage on those puppy's, I'd love to see and compare what they are. Hopefully I'll be driving mine soon (it's half built) and I'll have a boost gauge and one of my air temp probes between the stages.

Jim

 

Merrick, I think what Rod posted is a bit...hard to sipher if reading fast. I read it a few times to get what he posted. I think.

Read it again and you may find that what he is referring to is that without the performance combination that he describes in the first part of his post, the EGT's will get scarey.

At least that is what I think he posted or meant.

I know that when a dyno queen is tested, the Scotty Air will not be of any benefit as its does not utilize the air outside as I designed it to do. I also want to add that I did not design the Scotty II for racing/dynos or sled pulling. I designed it to reduce EGT on the open road pulling a load like I do. The bonus of it helping [to a degree] for the other applications is nice.

The passion for certain products and alliances in the diesel industry does run strong. I don't have the time to test everyone elses' products outside of the ones that are used for similar benefits to my stuff. As a designer of products that have been successful I am really glad to see other systems that are a success too. As long as whoever is posting has truly tested them in the real world...I like reading their posts. If its from hearsay or a sales motive, folks will know. It its from facts and true testing...thats where it counts.

It impresses me how theres so much talent in the R&D of these products. I know it takes a lot of time and money.

Rod, did the rest of the materials show up for the new shop?

 

"With lower quality injectors (any extruded injector, and some of the EDMs on the market), or an inferior air system, EGTs will be higher."
Push Rod


Is this a big concern with injector's as I have a bead on a cheap set of BD XXX injectors that I think are extruded Bosch Injector's

 

Rod

He is running a K&N air system, Custom EDM injectors, Drag comp. But let me ask you this. How much does a standard b1 cool over a PDR40?? Because I am running a PDR40, DD2, K&N air system and a Drag Comp. I put down only 430rwhp and my EGTs going down the track are like 1500-1600.

What type of dyno are you seeing these numbers on?

 

Good catch Merrick. I was thinking two thoughts and got them mixed. At around the 500 we'll see 1400F. Once you get roaming past that point temps start to climb.

Rod

 

1) Any open filter element system under the hood is, in our opinion, worthless past 400 HP. He's forcing the B1 to struggle for its air, and B1s don't much care for that.

2) Thats a good question. With DD2s, we've never run a full B1. We have a few guys running KSB1s with DD2s and while they still see a spike at 1400, temps begin to drop once the cowl induction takes effect (which in your case, you don't have).

3) Mustangs, DynoJets and SuperFlos.

Rod

 

It depends on whether you want to push the limits or not. Extrude honed injectors, and some of the poorer designed EDMs on the market, due to their lower efficiency, simply require more fuel to make the necessary power. More fuel = higher EGTs. With the next update to our web page (hopefully sometime before I die ) all reference to extrude honed injectors will be completely removed, nor will be selling any extruded injectors from any company.

Rod

 

just like to say thanks to J.R., McCummins and Pushrod ... was looking for advice on a possible 1700$ turbo purchase and you guys where the only ones that took the time to answer ...

oh and the HVAC auction stated that the jammers are 8 hole edms from new stock, not modified stock injectors ... (DD feel free to correct any mistakes i've made here)

i've decided to go with J.R.'s 55 ... might as well start at the top

oh and Rod did you forget to send me those fuel line washers that i lost for the max flow kit

thanks guys, Rex

p.s. I enjoyed reading about the benefits of edms over extrude honed injectors on your site McCummings, probably why Rod is not listing them anymore

 

Just a little info for you'll about he under the hood filters. Most of you have seen the old Twins that I ran for 15 months to the final tune of 709 HP, I have an autometer air temp guage with a memory recall for the highest temp, so after a run I can recall it and see what just happend, one of these probes was inside the open eliment filter I ran the whole time. On my data the most temp rise I saw was 10 degrees (F) above outside temps and I never had a differential pull down(stock one) on that filter.

Jim

 

Hey Rod,, I'm guilty myself. no Blame here.

I'm a HoleSet fan myself, and I know with just the proper tuning they can be made to perform very closely to a B-1. Not as fast spool-up, but more value, and no bad habits.

It jut depends on where you want your compromise to be, 'cause most everybody knows the turbo world is a compromise.

Jim,
I think a key to the Scotty system is the Forced air, not exactly colder air.

If you put 10Lbs of pressure in the air filter before the turbo, it's almost like twin turbo's,, but it takes 50MPH road speed for it to work.

Merrick

 

If you put 10Lbs of pressure in the air filter before the turbo, it's almost like twin turbo's,, but it takes 50MPH road speed for it to work.

Ram effect, having more at at the engine than the engine can injest.......that's a rating statement for me.........I'm Jet Engine mechanic by rate so that makes since to me. Fighter jets are setup like this, ram effect begins at .02 mach or 150 MPH, anything after that it bleeds off what it doesn't need.


Jim

 

50+ MPH is definitely where its most effective, but we're seeing a Ram Air effect start by about 20 MPH. Before 20 MPH, the system is as effective as any other open filter element system, except that you're also drawing colder outside air. Even 10F differential makes a 30F differential in your EGTs

Rod