16cm Turbo Housing

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LT,
Are you planning on turning up your fuel delivery? How about the pyro and boost gauges? The only thing I wonder about is if turning up the fuel along with the 16cm housing will harm the longevity of the motor. Any thoughts?

 

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Cranking the pump up isn't going to destroy your engine, as long as you don't get crazy, or do it to an engine that can't breath.

But, what you do have to look out for is your pump life. The rotary (VE) pump isn't capable of pushing much more than it does. If you're going to want more HP, then change injectors. We've had success using both the 215HP nozzles and also an off-road injector nozzle from a 180 HP engine. The 215 HP nozzle can be put in the holders from the 91-93 engines, and set to the lower opening pressure. What's more, they do not smoke, if you don't turn it up crazy-like.

You can't, however, use the 215HP injectors themselves, because the holder is different.

The higher-flowing injectors relieve the strain on the injection pump, putting in more fuel without altering the settings, and if you turn it up, it doesn't strain it as much as if you didn't change them.

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You should never use a preposition to end a sentence with.
This problem requires congressional action.
5 out of 4 people are mathematically challenged.

'65 Power Wagon. 318, 4 speed, Crew Cab. Nope, not diesel - can't afford it. Need fuel system questions answered? Ask me, I work on them.

 

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Earlier in this thread, I was waiting for my turbo to be rebuilt and the 16cm added.
I can only echo what the others have said so far. It's like my pickup was born with athsma and has suddenly been cured. This has got to be the single most "common sense" upgrade anyone could do for their 1st gen. Ram. Money well spent.
Don

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'93 W250, CC, 4x4, 5spd. , 4:10, Cummins w/ Mild mods, K&N, 16cm turbo, Custom straight exhaust, Lund visor w/lights, 5th wheel, Gooseneck, H. D. rear hitch-pintle and ball, Aluminum everything, Cobra 148GTL W/mods.

 

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Old School, this is private HVAC, request permission to speak freely SIR!!! (me showin' respect) #ad


I promise to not tary out of my natural website domain.

I was shakin' at the thought of drilling my manifold for the egt probe so I bailed and drilled the elbow. Now I would drill the manifold were I to do it over again. It seems that it is less dangerous than I previously percieved.

Also regarding turbo housings, I believe Ted J. prefers the 12cm2 housing. And as far as it being a dog, I suggest it is a malmute! I still have the stock wastegated turbo (with boost elbow) and I am in need of a new boost guage. Like me, my boost is 40 something, exceeding my 40 lb guage. Diesel Dynamics will soon have a new turbo design which will solve your turbochanger itch. This is top secret till the testing is done. My lips are sealed! Gdlhe dkgheo glosik optppt555 1223
454y1 144uuj 4h3g44 46gjhg64j and so on! :-0

Old School..... SALUTE!!! #ad

Cya

[This message has been edited by HVAC (edited 01-16-2000). ]

 

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Coasty-
I was planning on installing the turbo when I install the boost and pyro gauges I got for Christmas. Before I turn up the pump, I was going to upgrade the cooling system (92-93 Retrofit), K&N Filter, free flow exhaust. I am also contemplating an intercooler, but there are financial considerations. On a side note, thanks to my lovely wife, I had to replace the starter this weekend, which greatly cut into my modification budget. I don't believe that there is anything I can do to destroy this engine. I don't tow anything worth mentioning and I am maintenance nut. It is my understanding that the 300,000 mile TBO is based on severe duty use, such as towing heavy loads for most of those miles. So, I am not too concerned with longevity.
Matt

 

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LT explain what happen to your starter. I believe most off us are still on our original one. We havn't gone down this road yet.
Gene Hayford
92 350 4x4

 

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Gene,
Most of my driving is very short distances. I noticed that during the winter in Boston I never was able to get the temp gauge to move. Figuring that this is not good, I switched vehicles with my wife as she needs to drive a lot further. The other night I got home to the phone ringing. The truck wouldn't start. This is something that I have never experienced. She was going to try to jump it. To make a long and very cold story short, two hours later when I arrived at the scene the truck would not turn over. 'They' thought it was the battery. There was a 1000 amp jump pack AND a running Chevy Caprice hooked to the battery. It was a cooked starter by then. Even tried to tap it with the lug wrench with only a slow turn over after that it would need another tap. The next morning a neighbor (with a Ford) help to pull start the truck. This was not as embarassing as having my 'old' truck, a Power Stroke, pulled by and old GMC with a 6. 2 diesel. The starter is rather easy to remove. It has two wires that are removed from the top and three bolts that hold it in. The toughest part was to get the blow-by-tube out from behind the starter to access the back bolt. I found a remaned unit at Advance Auto Parts for $149 with a lifetime warranty. It is about 1/2" shorter that the original so I was concerned. I tested it this morning by leaving it unplugged for 18 hours in wind chills of over -50 and it started easily on the third revolution instead of the the normal second revolution. The oil pressure took about 15 seconds to get the light off but it started without touching the fuel pedal. Sorry for the long off topic reply.
Matt

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90 3/4 ton, 4x4, 5-speed, 3. 54 gears.

 

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HVAC..... Drop in to the 1ST TEAM site anytime. (As we all do to contribute or to save someone's ass)
Yep. . Ted likes the small housings with wastegates, and he gets them to work. I mean WORK.
I'm quite pleased (understatement) with the 16cm2 housing, big ass injectors, recon bench turned and flowed pump, smooth pipe and Ted trick muffler, and K&N.
The truck PULLS SMOOTH, and PULLS LARGE.
I've spent a few times with Ted, we drove each others trucks, and his 2nd Gen 12v is an outstanding torquer, and powerhouse.
If I'd do it again... . I'd do it the same way. . 16cm2, and no wastegate.
Hey. . get yourself righteous and pop in a pyro probe pre-turbo. Install a switch and you could read pre or post temps.

YOUR SILENCE ON YOUR CLUTCH IS DEAFINING... What's up?... Still using my original, gotta love it, easing on the power.
Peace.
(still trying to remove silencer ring from blow-by tube)

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'92 CUMMINS/DODGE 5SPD, 4WD not as Dodge left it. .
www.turbodieselregister.com/memberimages/r0300343.jpg



[This message has been edited by old school (edited 01-17-2000). ]

 

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Old School, What injector tips did you install? Have you had her on the Dyno?? Nice truck, what brand is your topper? I like the no side window style!

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'89, CC, SB, 5sp, 3. 54, 16cm2 housing, maxed fuel, KN, Banks exh w/muffler, Autometer liquid filled gauges, Factory tach option, 100% Dyna-Mat, Horton fan clutch, Firestone air bags, Chrysler V-twin air comp, 2. 5" lift, Rancho Shocks, Alcoa LTS, BFG 255/85/R16 MTs (33. 3")

 

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Stab: The injector assembly consists of a Bosch main body utilizing Bosch tips (not original size) and Bosch pintles (not original size) both tips and pintles use sharp edge geometry. The pop off pressure has been increased also.
The pump is a Bosch full recon unit, flow bench balanced and calibrated to up the total fuel delivery rate approx. 30%, and the delivery rate / AFC approx. 20%.
The cap is a LEER, special ordered thru a LEER distributor, color and pinstripe matched to the original paint. No windows were no extra charge, 2 week delivery, and make a strong cap.
The truck has not spun a dyno.

Regards.

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'92 CUMMINS/DODGE 5SPD, 4WD 16cm2 turbo, mod. pump and injectors, max. flow exhaust, K&N... .
www.turbodieselregister.com/memberimages/r0300343.jpg

[This message has been edited by old school (edited 01-20-2000). ]

[This message has been edited by old school (edited 01-20-2000). ]

 

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Old School, I understand the parts and pressures involved. What I need is part numbers, man, BOSCH PART NUMBERS. Thanks!

 

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Stab: I can appreciate your request for the Bosch part nos. These injectors were purchased from Ted Jannetty. As Ted has spent considerable hours and labor testing many combinations of injectors, their components and pressures, not to mention any machining modifications, I've agreed to let Ted speak for any combos that work. And these do work. Let's keep the communication open - I've enabled my E-mail, I welcome any comments or questions and will elaborate as I can. Ted has a link on this site, and has E-mail or phone (and is patient and thorough)
As a manager of an Engineering/Design dept. in a state of the art machining facility, and at home now surrounded by more Cummins injector/pump/repair/shop manuals than I care to count, I'll say that you can "cookbook" one whole heck of a lot of combos for these engines.
Best Regards.