I'll agree to that. I was an idiot for hooking up a bottle to it. :banghead:
But dang, we race PICKUP TRUCKS for jimmie's sake, we ain't rocket scientists!
Forged Piston Problems
- Thread starter Diesel power
- Start date
I'll agree to that. I was an idiot for hooking up a bottle to it. :banghead:
But dang, we race PICKUP TRUCKS for jimmie's sake, we ain't rocket scientists!
Hey i respect them as well, but dont get it confused i did not say anything that was not true!
There was a claim....
Jbarker cleared it up...
and i posted what was known to me...
No slander here, cause it sounds like your pinning the whole statement on me as if i tryed to do them harm, of which i would not!
well you said just #2. but they use nos. so it would be #2 and nos. i can't go down to fuel only pulling class and use nos. i would be kicked out or have to take the bottle out of the truck. where did i bring up them using propane or making a ref. to them using it?
they have done very well with the truck and the rail will do good to when they get it out to.
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OK, the II 66mm Silverbullet (a HTT Sledpuller clone) made 60PSI????
Congrats, that's a new record for overspeeding a charger!
Congrats, that's a new record for overspeeding a charger!
I'll agree to that. I was an idiot for hooking up a bottle to it. :banghead:
But dang, we race PICKUP TRUCKS for jimmie's sake, we ain't rocket scientists!
Well, you know what they say............"If yer gonna be dumb ya better be tough":rofl: :hug:
The stock pistons didnt help you any eather..
I bet that if you took 3-4* of timing out, your pistons would still be in the engine, with the nos.......
OK, the II 66mm Silverbullet (a HTT Sledpuller clone) made 60PSI????
Congrats, that's a new record for overspeeding a charger!
Do what?
II built that charger and gave it to me for testing back in 06' a full year befor it was released to the market, not only that but the parts are totally different than what Hpp offers......at least untill Hpp came out with ther "direct copy" of II's silver line up, the ldp series of chargers.....
just cause the hpp cant hang dont mean the II cant....c'mon pat.
I still use the charger today! no issues.
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Yes, I back nitrous tunes down 4 degs, but it actually increases the EGT's. We do it solely to resist piston cracking and headgasket issues.
Do what?
II built that charger and gave it to me for testing back in 06' a full year befor it was released to the market, not only that but the parts are totally different than what Hpp offers......at least untill Hpp came out with ther "direct copy" of II's silver line up, the ldp series of chargers.....
just cause the hpp cant hang dont mean the II cant....c'mon pat.
I still use the charger today! no issues.
Sorry, HTT had SP66's way before the Silverbullet came out. I was the one who helped them make a version for the Dmax.
Anyhow, back on topic...
Pat, timing by nature lowers EGT's, so when you take timing out you need to lower egt's and gain back power some how right?
Well if your egt's are high you add more nos untill the egt's drop, there is no smoke, or you loose power.
if that dont work you have a exhaust restriction...... and thats why the egt's are still high.
i was not comparing the htt sp 66, but the LDP series VS the II SB 66......thats the one we should be comparing.
yep, back on topic:hug:
Casper's timing is kinda unique. It's one of the few things about the truck that I don't post about publically.
NOS and timing
I have a question. Do guys with big twins making big boost(60 or over) take timing out? Then I guess I don't see why you would with nos. Its just air, in a liquid form until it brakes down but still just air. Compressing air will not explode so unless theres fuel there how can it change the timing. Gas motors I 100% agree back it down. Some motors we run 10* total or less depending on head design. Maybe someone can help me understand. Jeff
I have a question. Do guys with big twins making big boost(60 or over) take timing out? Then I guess I don't see why you would with nos. Its just air, in a liquid form until it brakes down but still just air. Compressing air will not explode so unless theres fuel there how can it change the timing. Gas motors I 100% agree back it down. Some motors we run 10* total or less depending on head design. Maybe someone can help me understand. Jeff
your missunderstanding fuel injection timing vs mechanical timing, thats all....
when you add injection timing your adding more fuel, and cylinder psi, so when you add nos your also adding more cylinder psi because the nos burns more of the availible fuel, creating more power thru effiecentcy.
we should back off timing to compensate for the big increase in cylinder psi with nos, to avoid blowing stuff apart.
nos
I guess I must be. Diesel timing is fuel related is it not. A diesel will not fire until there is enough compression with fuel I thought. So all the air in the world will not "fire" unless there is fuel there too? You have to make more cylinder pressure to make more power. It would go hand in hand. Dieselpower, Is the truck in your avatar Chuck Samuel's old truck? Jeff
I guess I must be. Diesel timing is fuel related is it not. A diesel will not fire until there is enough compression with fuel I thought. So all the air in the world will not "fire" unless there is fuel there too? You have to make more cylinder pressure to make more power. It would go hand in hand. Dieselpower, Is the truck in your avatar Chuck Samuel's old truck? Jeff
yes and no, compression does fire the fuel and air charge.....but remember a diesel is only 40% effiecent in stock trim, so you have a lot of room for air to completly burn the fuel.
you can only burn the availible fuel, how completly you burn it is the problem at hand, thats where nos comes in, and creates more pressure and better combustion thus giving much more power.
Im the dumb guy here, so help me out........How does a timing increase add more fuel?
First off, the only dumb question is one that is not asked....
In a CR system you have three things in a givin injection event that matter.
Timing
Duration
Fuel pressure
in that order is how the fuel is delivered,
Timing is when the fuel startes out of the nozzel, duration is how long it fuels, and fuel pressure is how much pressure is sustained during the whole injection event, this one is by far the most important, because it ensures atomization, thats what make the fuel most potent when air is introduced.
timing
With a diesel your timing is your fuel shot. I guess thats the simplest way I could explain it. Theres others factors that could slightly alter that but thats my take. Maybe I have just been lucky. But unless someone can tell me how more air will alter ones timing I just don't see it. Jeff
With a diesel your timing is your fuel shot. I guess thats the simplest way I could explain it. Theres others factors that could slightly alter that but thats my take. Maybe I have just been lucky. But unless someone can tell me how more air will alter ones timing I just don't see it. Jeff
it's not that it alters the static timing , it just adds to much cylinder psi if you have lots of timing and nos on top of that.
thats why we back off of the timing a bit.... to reduce the cylinder psi and ensure a engine that will make power and last long..
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