Back when we did this stroker the owner bought some DDP 50hp tips. Now everybody is using % instead of hp. So what and how do we figure out what % we are at?
It has the GT42Mag on it.There are so many changes I made its really hard to remember. The inlet to the Y-bridge is now 3", it has the PPE dual fueler, fass 95, banks intercooler and tubes, headers with matched up-pipes, So-Cal cam, stage 2 heads, still thinking I missed something. I was just wanting to give him the best without over doing it, he drives this thing everywhere but its usually 12+ hours away from me so I am trying to keep it simple. I haven't even messed with the first tune Pat did for me. We have a DSP5 so I can always save a safe tune for him to drive it normally. Just looking at my options. And I have always trusted Guy and Pat's opinions, they have helped me more times then I can count. I am sure they now have caller id just for me!You haven't told us the most important thing..... What size charger(s) you are going to run. I would imagine due to larger displacement that the 7.1 needs more fuel than the 6.6. When i talked to guy trippin a few weeks ago he said that his cam produced wonderful low end power and it really helped get things rolling and building boost easier. I know that was for the 6.6 but IMO i think his cam for the 7.1 would be the same way so i wouldn't go to large. And also i would also always like to go a little to big and then tune it out the smoke because that gives you room to grow. BUT not too big because then you'll have a weird idle and stuff.
Old school/mechanically injected diesel guys would refer to injectors in increases of hp, because that's all they had to increase power. The old school injector shops just naturally continue to do it that way.
Next is the shops that refer to injectors size as an % increase in hole size, which tells us nothing about flow. They have to do it this way because they have no way to actually flow test the injector properly. If you look at a Holley carb jet sheet you will find many jets that are the same size but flow differently and that is at far less pressure than what we are dealing with. Entrances and exits to an orifice can drastically alter the flow characteristics.
Expressing injectors as a % of flow in mm3 over stock at wide open throttle fuel pressures and pulse widths seems to be a more accurate way to rate injectors. And it relates nicely to the tables in EFILive.