Competition PDR project motor: 6000 RPMs

[RacinDuallie]

HEY ToddT !!

Would you please try to use your wand on Comp here ? make him disappear.





Qwickest Self-BackSlapper On The Planet :--)

















:-laf

 

[Will24]

Simple solution? Put comp on your ignore list like I did within a week of his first post





-Will

 

[COMP461]

Comp,

You don't even need a engine with all the hot air you blow. I may be joking about our engine going in my truck with my late april fools joke, as if you look at my sig you'll see I'm putting a 4BT in that truck but what gets me is your constant "I'm", I've or "My" this or that... ... . get over yourself. You can't even answer my question in a past thread were I asked you "why can't your truck run on a dyno". I'm still waiting to hear your fancy excuse why your truck can't dyno?

When you put your truck on someone elses dyno besides Candy Striper P's and make some power, then maybe someone will take you seriously. Funny thing is nobody from any of the sites seems to have ever seen you make a full run to back anything you say. Why is that? Close to 50,000 members from all the diesel sites and no backing? You will soon have to answer why your truck can't keep up and we won't have to listen to your "quickest diesel in the world" B. S. anymore as some good friendly compitition is going to make you tuck your tail between your legs and fade away.

At the present time we are the fastest truck, this didn’t come easy , as several other have spent 10 times the money , and have the so called best people out there working on it , and can’t post a number better then mine . when I first started this I predicted a 8 second run , every one except a few who knew of me though this was a crazy internet boast , but as soon as our first ever attempt at a Diesel racing engine was finished , it happen.



I am predicting a 7 second run in a diesel truck before then end of the year . the math says its possible, just as my math said that the 8 second run was possible. The low 5 second runs in the 1/8 mile testing correlate out to a very low 8. 30 something now . this is just basic race math.



Racing is nothing more then applied math and physics . I will be moving the truck up to Top Sportsman and running the NHRA division 4 Lucas Oil event in two weeks . probability will not make the cut , as the bump is usually a low 8, but this will allow me to run the nitrous . for most that didn’t know the record run at Dallas was accomplished with out the help of Nitrous , NHRA rules in Super Street would not allow it , the bottle was in the truck to keep the weight set up correct. But the lines were unhooked . like it or not no one is going to run faster then me for quite a while . Another reason for running TS is it allows me to return to running comp along with running the truck, the rules in Super Street don’t allow you to run two classes .



You negativity towards me as one of the leaders in diesel motor sports , is some what comical, just because your favorite perceived leaders can’t lay down the numbers , or give up and make a show vehicles out of their race cars is no reason to continue this condescending conduct. I might be a little loud and brag a little , , well maybe a lot , but so far I have backed every thing up with real numbers on the score boards . for that matter the personality of diesel racing is kind of loud and in your face. Most of the leaders in Diesel innovations, and I talk several times a week, some of them even call me, more often then you think . I answer many P M’s on here every week , some times give them my own Phone number , giving out advice freely . I do recommend product , such as Turbo Auto Diesel in Phoenix , Nitrous Express, and Buddha power Cam grinds , I also recommend Dr performance injectors and Modules . the real facts are there to show that these produce work and achieve good value for the dollar spent. There are a lot of people that knock the owner of my racing team ,and his product , the real facts as several of you on here have found out is that that the product simply works, with out being invasive to your computer , and giving away the fact that you are modifying you truck and potentially voiding you warranty if you get caught . what peoples feelings on here about Doc, you should not judge people . I believe that job is reserved for one person, and none of us hold that title. Doc has in the last year decided to get to know the person with that title , and has become one of the most generous and easy to get along with persons I have ever raced for. Enough warm and fussy .





The reason I cant get on the dyno is my tires are only 22 inches apart ,

 

[Sled Puller]

You guys take COMP too seriously, read his posts for what they are- GREAT ENTERTAINMENT!

I wouldn't think about putting him on ignore.



He is no different than any of the other hot trucks-buy parts from midwest, go fast/pull farthest.

 

[COMP461]

, Sleddie , you might buy power , but everthing on this truck is done . in house.





Sleddie , if you and the other big time diesel pulling guys can make all the power , you should come drag racing ,and quit talking , maybe even help the WEASEL ,

 

[Fletcher]

You guys take COMP too seriously, read his posts for what they are- GREAT ENTERTAINMENT!

I wouldn't think about putting him on ignore.



He is no different than any of the other hot trucks-buy parts from midwest, go fast/pull farthest.

Yo, Bing Crosby. Simply brilliant. Please leave your GPS way-point so we know where you're going with this. :-laf

__________________

 

[HoleshotHolset]

Well, if one had 2 pumps and 2 injectors per cylinder, one could inject twice as much fuel per degree of crankshaft rotation for a given pump displacement and injector size... .

Rusty:

We can already do this to a certain extent with traditional mechanical injection. Take a look at an I6 with a 12-cylinder pump. They run two lines to a tee and force feed one injector body/nozzle with two injection pump plungers instead of one.



The common rail engines (and even ISB's with VP-44's) can also inject boatloads more fuel by adding injection events and extending the amount of time per injection event.



Even if it would require a completely custom head, I like the thought of two nozzles per cylinder... but you'll have to make some sacrifices. With twice the nozzle area, you'll have to run smaller valves, etc.



Matt

 

[RustyJC]

Matt,



Yep, I'm aware of that. I was trying to stimulate some thought regarding the original question - is there something inherent in the diesel engine design that restricts it to low rpm limits. One such factor is the time required for the injection event - that is, to inject enough fuel with adequate atomization for reasonable combustion to occur to achieve the desired horsepower/torque. Engine designers often design for an optimum peak pressure angle - the degrees of crankshaft rotation after TDC at which peak combustion pressure should occur. As engine speed increases, injection timing advance also increases in order to achieve the same peak pressure angle since the time (in milliseconds) required for the combustion event to take place is relatively fixed. Ultimately, the time (in milliseconds) required to complete the combustion event becomes an effective limit on maximum usable engine speed.



With 2 injection nozzles, each combustion event could theoretically take place in a combustion chamber half the size of the actual chamber. This means that less time would be required for the completion of the injection event, thus less advance would be required and/or the combustion-related rpm limits could be increased. For example, look at the European automotive diesels and the engine speeds they achieve with smaller combustion chamber volumes (thus, less time required for the injection/combustion event).



Like I said - just trying to stimulate thought.



Rusty

 

[RacinDuallie]

Gee, Jerry Bickle Race Cars Dyno all the time, Comp?



Lets see now @ 3000lbs. it takes HOW MUCH H. P. to run 8's ?



You would figure that after you go around on every thread touting about the qwickest diesel truck on the planet that you would just Put Up already!



Put-up OR shut-up... ... .





Qwickest Excuse Maker On The Planet. :--)

:-laf

 

[Todd T]

If i were to put COMP on the ignore list then i would miss out on his heartwarmed speaches about how popular he is, how he recommends his sponsors to ANYONE that asks and all about his attempts to put diesels in the NHRA (of which most of us could care less about) but most of all, how much he LOVES his Sugar Daddy! or is that Sugar Doctor?



How bout a good old fashioned street race there Comp? The first truck to travel five miles under its own power wins. then, you'll see how fast i'm running. you see the difference is; my truck is just that, a recreational vehicle hauling, TOOL for my family's enjoyment.



not a ego boosting, chick scoring (Rhonda;he's trying anyway), recreational vehicle for some TOOL. But hey, we've got two things in common. Tools and Enjoyment, at least I'm enjoying it!

 

[RacinDuallie]

Put-up OR shut-up... ... .





Qwickest Excuse Maker On The Planet. :--)

:-laf

Insert Jepordy theme music here> :-laf

 

[COMP461]

I did put up, in front of 100,000 people just before the top fuel finals at the NHRA O’Riellys Fall national, in November. I would guess the motor makes around 900 hp from the way it runs now , the 5. 22 1/8 mile pass will extrapolate to a 8. 35 ¼





I would guess that I dont have the market cornered on Bickel Chassiss, you too can have one if you would just call Jerry

 

[RacinDuallie]

I did put up, in front of 100,000 people just before the top fuel finals at the NHRA O’Riellys Fall national, in November. I would guess the motor makes around 900 hp from the way it runs now , the 5. 22 1/8 mile pass will extrapolate to a 8. 35 ¼





I would guess that I dont have the market cornered on Bickel Chassiss, you too can have one if you would just call Jerry

That's o. k. wouldnt handle properly on the street that Bickel Chassis.

 

[Vaughn MacKenzie]

RustyJC I think you're right on with your theories, which are certainly much easier to discuss than to execute!



High RPM and power demands present real challenges. The faster you rev and more power you want, the MORE fuel you need in LESS crank rotation because you need to get the fire lit and to expand quick enough to get to that magic rod angle. But not only that, you have less ACTUAL time to inject all that fuel. Let's do the math. . . at 4000 RPM you need to inject x amount of fuel within say 40 degrees of crank rotation. You are turning 66. 7 revolutions per second, which equals over 24000 degrees of crank rotation/second. So 40 degrees crank rotation takes 1. 66 MILLISECONDS. To force say 200 cc's of fuel through tiny injector holes in 1. 66 ms will take some hellacious injection pressures or some pretty danged big holes! Now let's say we're a sled puller at 6000 RPM and 400 ccs. . . well you get the picture



Injection to work all the way from Idle to Insane is a very tall order. If injectors weren't so tough to custom build I think the ultimate system would involve a large common-rail setup with large 8 or 10 hole injectors with varying hole size. These injectors would be set up with a revolving solenoid that would open up anywhere from 3 to all 10 holes at a time, depending on load & RPM. Low load, 3 small holes doing the job. Full RPM & power. . . all 10!



Now all we have to do is invent that



Vaughn

 

[justinp20012500]

Racing is nothing more then applied math and physics .





I answer many P M’s on here every week , some times give them my own Phone number , giving out advice freely .





The reason I cant get on the dyno is my tires are only 22 inches apart ,

Have to agree with Greg on the above. He is a nice guy that is more then willing to help someone go fast, or improve their racing ethics.



I have heard from more then one person that has talked to Greg and they both say he is a straight shooter.



Greg, good luck with the 7's.



Are you ever going to run here in Utah? I would like to come out and see.



What about MM05?? I am sure you can pin them Edge boys down and force them to race.







Justin

 

[COMP461]

RustyJC I think you're right on with your theories, which are certainly much easier to discuss than to execute!



High RPM and power demands present real challenges. The faster you rev and more power you want, the MORE fuel you need in LESS crank rotation because you need to get the fire lit and to expand quick enough to get to that magic rod angle. But not only that, you have less ACTUAL time to inject all that fuel. Let's do the math. . . at 4000 RPM you need to inject x amount of fuel within say 40 degrees of crank rotation. You are turning 66. 7 revolutions per second, which equals over 24000 degrees of crank rotation/second. So 40 degrees crank rotation takes 1. 66 MILLISECONDS. To force say 200 cc's of fuel through tiny injector holes in 1. 66 ms will take some hellacious injection pressures or some pretty danged big holes! Now let's say we're a sled puller at 6000 RPM and 400 ccs. . . well you get the picture





Injection to work all the way from Idle to Insane is a very tall order. If injectors weren't so tough to custom build I think the ultimate system would involve a large common-rail setup with large 8 or 10 hole injectors with varying hole size. These injectors would be set up with a revolving solenoid that would open up anywhere from 3 to all 10 holes at a time, depending on load & RPM. Low load, 3 small holes doing the job. Full RPM & power. . . all 10!



Now all we have to do is invent that



Vaughn

You understand totally, the attitude that everthing is open for discusion and think outside the box . the diesel drag race engine is in for a roller coaster ride to the top

 

[RustyJC]

So 40 degrees crank rotation takes 1. 66 MILLISECONDS. To force say 200 cc's of fuel through tiny injector holes in 1. 66 ms will take some hellacious injection pressures or some pretty danged big holes!

Vaughn,



Which is the benefit of 2 injectors. With each injector only having to inject 100 cc's of fuel in your example above, the tradeoff becomes easier. Injector tip orifices can be smaller for better atomization, more efficient combustion and, thus, less smoke and more power. The time required for the injection/combustion event can be reduced (thus, enabling higher RPM with decent fueling and combustion characteristics).



Actually, we do something very similar in the large 2-cycle gaseous-fueled emission-controlled engines we build. These engines use a rich-burning prechamber to ignite a very lean mixture in the main combustion chamber. On our engines up to 14" bore, we use a single prechamber. On the 18" and 20" bore engines, we use 2 prechambers on opposite sides of the combustion chamber. Why? To achieve quicker combustion since NOx formation is dependent on time and peak temperature.



Rusty

 

[RacinDuallie]

you want to brag about being portly .





now there is somthing else that the WEASEL is king of





working hard at weight control is no different then any other performance inprovers , IE twins , water meth, nitrous



I'm even on a diet , untill I talk Ronda in to driving

Comp-



You take that engine and put it in a "real truck" - I'm talking like somethin along the lines of mine and you'd be runnin mid 11's-11teens. and you know it- :-laf :-laf

 

[COMP461]

I would guess you want Warren Johnson to put his is a street truck also





you dont get it , the motors every one on here are so excited about , would not go as fast in my truck, because of there lack or the ability to rev-gain



If it was so easy to run fast in a real race truck , then why arn't others going fast

 

[Sled Puller]

COMP,

You is about to have that little bubble you live in popped.

The question is, will accept it, or continue to stay in your never never land?