807 HP, single turbo 3rd gen.

[silver03]

Finally broke into the 800's. Just a little single turbo , had a number of trucks there and the dyno was with-in 2 HP of the dynojet in LV for may maddness.

Where any of the other trucks there TDR member's? I have not heard from any others that witnessed the unbelievable run. What was the West coast correction factor that was being used that day. Congrats many others have try to hit that mark and have spent allot more to get there but have failed.

 

[chrleb1]

Where any of the other trucks there TDR member's? I have not heard from any others that witnessed the unbelievable run. What was the West coast correction factor that was being used that day. Congrats many others have try to hit that mark and have spent allot more to get there but have failed.

Yes, everyone else there were TDR members. The numbers are posted in another thread titled, "lets try this again". We had a total of 5 trucks that day. James Robinson's truck hit the same numbers that he laid down in LV. Maybe 1-2 hp off. But someone can make two runs and be 1-2 hp off.

 

[chrleb1]

Don't think so no 99 12V that i know of

Lets all say it together... ... CON... VER... SION..... :-laf

 

[Reb.B]

I put a 12V in my truck a year and half ago and I am now pulling it out. I used 98 12V wiring and PCM. SO, I THINK SO! Got tired of the 12V and the '03 common rail is almost ready to go in.

 

[dan shss]

Congrats Reb,,,What boxes were you running and what settings? And is the inducer size on the turbo bigger than 2. 8" . . I forgot to ask you when we were in Chatsworth at that awsome dyno event

Maybe i wil run one of your little turbo's for next 2006 pulling seasons if it meets the 2. 8" rule. .

 

[Reb.B]

can't give away all my secrets man. I think i told all that stuff in chatsworth. Everytruck is different. The best advice i can give to a 3rd gener is dyno the truck extensively before dynoing in public. Pressure is a big problem and can make a serious truck look bad. Need a rail pressure gauge and need to run the truck on the dyno at various levels. Injectors really play make trucks different from one to another. On the turbo i can't remember. I think the pin wheel is about 72mm. It a little smaller than a ht3b, but it flows about 150-200 more cfm. Its a billet cnc pin wheel and is curved different than the 3b.

 

[Stomp]

I need to go out west for a big number :-laf . .

It doesnt matter where you go Bill you couldnt make power if you tried. Why dont you try to get over 340hp and keep your snide comments to yourself. :-laf



Reb. B- Congrats that is friggin awesome. I hope to make it to MM this coming year. Would love to see that thing in action.



Stomp

 

[michaelRitz]

Nice work Reb. B, please keep us informed of your progress. How does it handle asphalt when your running it turned up, probably eat a lot of rice. ha ha Maybe when my wallet fattens I can feel what that power is like.



Stomp, they are some awesome numbers out of a 1st Gen, heck there awesome compared to anything, I dont know of any 1st Gens that could even compete with that, nice work as well

 

[SLangegger]

I guess we're getting these common rails figured out pretty quick. If you look back a year ago, people were sucking the rail dry at ~540-580 on #2 only. Now, with very few options to mod the rail and cp3, we have guys at 800 on drugs. I guess I thought we would progress a little slower between 600-800+. Especially with no pressure adds, a stock cam, and a single turbo. I guess these guys know something that no one else does.

 

[Reb.B]

I'm just getting the most I can with the fuel thats available. This is what I wanted to do. I wanted to see the limitations. I got the most power I could before adding drugs. Then I added the best combo of drugs that would make the most power. I wish I had more dyno time with different inj. I'm gonna stick with these now and play with fuel pressure and see what I get. I also think that a cam is going to help me big too on the common rail. Piers says he can't even reuse the cam that comes out of a common rail because its so far retarded, (i think he said 9 degrees retarded). Plans on the pump are to pull the little balls out of the cp3, drill out some or most of the feed holes. I really think that some of the hole are too small. The size of some of the holes really doesn't make sence. Then i'm gonna feed extra fuel to the port that is after the fuel govenor solenoid. I am going to have it on a switch, but i would love to run it off of the engine max fuel set, but i'm not sure if it will work. I also think that the fuel pump that is mounted in back of the cp3 may be too small as well, but i'm not positive. I think the biggest restriction may be the fuel solenoid. By bypassing the fuel solenoid and the mechcanical pump in back of the cp3 i think thats were i'll be able to keep sufficient fuel pressure when the truck is running at high rpm and duration.

Alot of people give me hell for running NOS but i really like it. I just drive too hard to have 800 hp all the time. To tend to hide the box adjusters so i won't click the power up. Its too hard on the truck to have 800 HP all the time. When you have a big set of twins on the truck its hard to control. My big truck with a 12V was making 78-98 PSI boost all the time when i hammer it. It was just too much and there was always something going bad. I want the power to blow everybody off the track/dyno and i want it to be the most reliable truck it can be. Thats what alot of my customers want and that what i want for my truck. With NOS you just pull the trigger when you need it and set it aside when you don't. When i go with a progressive system it will be much more usefull in making power and it will be much safer and reliable and that is good, lol.

 

[Reb.B]

I also want to do more research in slowing the rate of burn by adding more BTU's and thickening the fuel. I think with a common rail that may be using the primary shot too much and by using water/meth and NOS this will help greatly. The primary shot can be too big with big boxes and big injectors, but by slowing the burn time, increasing the BTU's (potential to make power), we can use the primary shot in our favor. Just a thought, but i haven't done enough dynoing yet.

 

[1badplr]

Don M. injectors- That say's it all, let me guess they were only 40hp injectors???

 

[Reb.B]

thats what they were rated for, unless he got happy with the drill. I think that they are 40 HP, cause at first they weren't that impressive. You can only run the TST on 5 instead of 9 like it says on his web site. I still really like the injectors though, no smoke and good low end power

 

[speedyjdl]

Congrats on the Numbers, Thats AWESOME! Do you have a link to Don's website.

 

[RMalone]

Don't sneeze at 40hp injectors that don't smoke much and allow tst at 5/5. I have a set of EDM's on my 04. 5 and above 3/3 the TST is worthless (high egts , serious smoke, and no additional seat of pants power), those suckers smoke at the slightest blip of the throttle (even with tst turned off).



I don't think its the main injection pulse that causes trouble though, I think it's the 3rd pulse that wacks out egt, drops rail pressure and limits the duration you can use w/hot injectors. I don't really know that though, just seems to make sense to me.

 

[chrleb1]

I don't think its the main injection pulse that causes trouble though, I think it's the 3rd pulse that wacks out egt, drops rail pressure and limits the duration you can use w/hot injectors. I don't really know that though, just seems to make sense to me.

On Reb's '03, there is no 3rd shot. It only has the pilot and the main. No doubt that another shot of diesel would drop the pressure just that much more. Thats why we want to see if something can be done to the 04. 5 and up ECMs. It would nice to have the Cummins mapping software... ... . I could play with that all day long, maybe all night too.



Sooo... . if there happens to be a certain someone that has something, we could provide a nice shipping label. :-laf

 

[Reb.B]

Piers has been talking to TST about shortening the primarry and getting rid of the third pulse. I'm sure that Marco could figure it out. I really think the key to performance on the dyno and on the street with an 04. 5 and above, would be to use the third shot until 2000 rpm or so. The third shot should help with spool up and by cutting it off top end it should help with egt's and rail pressure.