Engine/Transmission (1994 - 1998) Delivery Valve questions

[A-bomb]

How do the numbers on the delivery valve relate to the flow at a give pressure? Is there a standardized chart or system for the numbering system? How does one measure a delivery valve?

 

[C. Harlan]

I know that with the truck you have in your sig, you should have 181's... . Very good DV's. The older std transmission trucks have 167's, and for them, 181's are sort of a BOMB. When I put my 191's in, a week later I popped my stock 35 @ 50-51 lbs boost. Oops! Anyways, let me know when you find out what the numbers equate to, and also what the flow rates for the DV's are.



-Chris-

 

[Bloomy]

the 94 and 95 DV's are 131's. For me a 191 was a pretty good improvement and also a necessity to fuel the 370's. I have't ever seen a chart with flow rates.



Thomas

 

[RBratby]

when i talked to pdr about the differences between the 181's and the 191's i was told the 191's flow about 40 more cc's of fuel.

 

[A-bomb]

Are the 191's smokey with 370's or DDIII's? With the increase of 40cc's does this reduce the fuel pressure at the nozzle, thereby affecting spray patterns? What is the deal with lazer cuts? Why do some seem to like them very much over 191's? Where is Joe D. ? Can you help take the guessing out of DV science?

 

[Cooker]

Answers are in bold.

Are the 191's smokey with 370's or DDIII's?



Yes



With the increase of 40cc's does this reduce the fuel pressure at the nozzle, thereby affecting spray patterns?



Your spray pattern will be unaffected.



What is the deal with lazer cuts?



More fuel and more smoke.

 

[RT66DOC]

What DVs are in a stock '96 5spd 215 pump?

 

[Cooker]

What DVs are in a stock '96 5spd 215 pump?

Stock DV's are 181's.

 

[RT66DOC]

Stock DV's are 181's.

How could I be so lucky?

 

[Joseph Donnelly]

I'm right here



I can't speak for the little pumps, but with the 913 (215 hp), the 181s are "best. " The 191s smoke too much, uncontrollably. They also give 0. 0 hp on the dyno over 181s. I tried them three different times, new 191s each time, vs. 2 different sets of used 181s. I also tried "cut" delivery valves and they were worse. Sickly made the 800 hp, one turbo, #2 fuel only, with 181s. All my testing used the Dynojet, not seat of the pants feelings.



These "bigger" DVs are adding fuel at the ends of the fueling cycle, not where it is most effective.



Every time I post this, I get "flamed. " Four or five people come on to say how much their truck felt and smoked better with 191s or lazer cut valves. When they make 800 hp the same way, hampered by one turbo with lower boost= less air to burn the fuel compared to twins, and no drugs, then maybe they will be teaching me something. I'm always willing to learn.



Meanwhile, use whatever DVs you want. I don't sell them. I have no dog in this fight.

 

[A-bomb]

Thanks, Joe.



I had a feeling you might have tested various combinations. Have you ever charted your fuel flow in cc's for a given volume or weight of air in all your testing? If so, could you enlighten us with the findings, or is it proprietary.



Thanks again for the response.

 

[Joseph Donnelly]

Scott, my Bosch man, and I have checked fuel flow in cc/1000 strokes on his EPS-815 Bosch test stand. i don't know what you want, because air weight is a separate issue, based on altitude, ambient air temp, boost, and discharge air temperature.



Flow in the pump is not the issue by itself. The injector has to let the fuel into the cylinder.



Want some of the stuff that made 800 hp on 'Ol Sickly?

 

[A-bomb]

Agreed on the temperature, density altitude factor for the air, as that can vary considerably. I was just wondering if there was a stocheometric mixture ideal for a given amount of fuel and if you had figured some sort of chart of what the volume or weight of air should be to obtain it. And then of course trying to modify the air pumping qualities of the motor to get there.



The pump (913) does not seem to need a whole lot of fiddling with to get the fuel out. It seems the real battle is getting more air and achieving maximum thermal difference in the turbin for booooost to match the fueling. DV's are only a small part of the quest.



Or was it just lots of testing and guesing until you got the 800?



And yes, a big fat article, on the details and how you eliminated all your options to get there would be great. From nozle spray paterns, turbo charts, to cam timing - soup to nuts. Maybe a TDR article for the future?

 

[Swayse]

I have some BD-power injectors in my truck. Stock turbo and 181 DVs I went 84 mph through the 1/4. Jumped up to some PDR twins and 191 DVs and it went 94 mph in da 1/4. I have no plate. I didn't have a heat problem with the stock turbo and the 181s, and I was only making 35 psi of boost with it. The 191 DVs really woke up the BD-power injectors. Should get my really big injectors this week, and then the BD-power injectors will be for sale.