Has anyone else noticed higher egts after sac 45 swap and retune? I'm seinf 1100 and 1200 under no load acceleration.
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LB7: SAC-style Injector Life
- Thread starter DAVe3283
- Start date
I went from VCO +100% to SAC75's, and under the same load & acceleration, I see the same EGTs. I suspect it has to do with the tuning, not the injectors.
Tunes are from bobo. The truck has every bolt on available, with 45 overs and stock ihi. I'm thinking I'm maxing out this charger..
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I can't say this enough, tuning is everything with SAC's. If anything my EGT's run a bit cooler as I rarely see my high EGT display flash since changing to them from stockers. Now maybe 45 vco to 45 sac may run hotter.
Could you PM me and explain what the main differences need to look like for tuning? Is it timing? Pulse width?
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I ended up going to a mix of lly pilot timing tables, lb7 main injection, and went from there iirc. It's been awhile since I messed with it.
Interesting, mine smokes like a crazy until the cold start Pilot fuel shuts off, I have been thinking its just connecting rods starting to get shorter.
I assume so, but this only applies to SAC45s right? The 00s are truly drop in?
When I bought my SAC45s from LDS they explained to me there was a difference, and what I gathered is since LDS does so many of them they are essentially able to “bin” them. Meaning, sort through and pair together a set that is as new and balanced as a set as possible even when purchasing the “refurb”.
They convinced me away from SAC00s for that reason, they were so new that they hadn’t done as much internal testing or have as many samples available to pull from.
Day 2,178 (5 years, 11 months, 15 day)
Hours on injectors: 1,031.4 (+511.9 since last update)
Miles on injectors: 42,670 (+20,281)
Gallons of fuel injected: 2,924.8 (+1,452.7)
Miles on motor: 53,466
Miles on truck: 349,702
Once again, balance rates are great, and I basically doubled the mileage on the injectors since the last report. Interesting to see that some injectors went from positive to negative, and the "worst" injector swapped from #1 to #4. #8 saw the biggest change since last time. Though really, all are well within spec, so nothing to worry about. Main rate is up a tiny bit from before, but not enough to mean anything.
Exhaust still has a slight diesel smell (no EGR or cat), but not eye-watering or anything. You only smell it if you stick your face in the exhaust, not walking around to load/unload cargo. If you catch the light just right you can see a haze. I suspect this is more to do with the motor build than the injectors, since it has done it the whole time.
Ring condition continues to deteriorate slowly, with blow-by and oil consumption slowly (but steadily) increasing. Not enough blow-by to make the oil fill cap dance, yet. Sigh.
Since the last report, the truck has basically only been used to tow, and pretty heavy most of the time. I added a 6th gear, but that only means I tow faster. Given the weight and speeds I am towing, I am happy with the fuel economy. Usually gets in the low teens, dropping as low as 10-11 when I really have a load behind it. If I manage to put a tank through it without towing something, it averages 15-16 commuting, and 17+ on the highway if I am not in a hurry. But I am usually in a hurry
Hours on injectors: 1,031.4 (+511.9 since last update)
Miles on injectors: 42,670 (+20,281)
Gallons of fuel injected: 2,924.8 (+1,452.7)
Miles on motor: 53,466
Miles on truck: 349,702
Code:
Drive Park
BALRCYL1 -1.84 -0.87
BALRCYL2 -0.65 -0.06
BALRCYL3 -1.40 -0.86
BALRCYL4 +2.70 +1.10
BALRCYL5 +0.98 +0.82
BALRCYL6 -0.25 +0.50
BALRCYL7 -1.39 -0.68
BALRCYL8 +1.76 +0.42
MAINRATE 15.2mm³ 8.4mm³Once again, balance rates are great, and I basically doubled the mileage on the injectors since the last report. Interesting to see that some injectors went from positive to negative, and the "worst" injector swapped from #1 to #4. #8 saw the biggest change since last time. Though really, all are well within spec, so nothing to worry about. Main rate is up a tiny bit from before, but not enough to mean anything.
Exhaust still has a slight diesel smell (no EGR or cat), but not eye-watering or anything. You only smell it if you stick your face in the exhaust, not walking around to load/unload cargo. If you catch the light just right you can see a haze. I suspect this is more to do with the motor build than the injectors, since it has done it the whole time.
Ring condition continues to deteriorate slowly, with blow-by and oil consumption slowly (but steadily) increasing. Not enough blow-by to make the oil fill cap dance, yet. Sigh.
Since the last report, the truck has basically only been used to tow, and pretty heavy most of the time. I added a 6th gear, but that only means I tow faster. Given the weight and speeds I am towing, I am happy with the fuel economy. Usually gets in the low teens, dropping as low as 10-11 when I really have a load behind it. If I manage to put a tank through it without towing something, it averages 15-16 commuting, and 17+ on the highway if I am not in a hurry. But I am usually in a hurry
When you say "no load acceleration" are you saying of going 100% throttle without any load behind it or just accelerating normally? It certainly sounds like a tuning issue to me.
Keeping the stock turbo and running sac 45 would not add more why it tuned properly. The truck should run cleaner than stock and get Breyer fuel economy than stock. Sac nozzles add one orifice and change the spray angle either 2 or 3 degrees and will be a dual plain spray pattern as well. That’s the primary reason when going to sac nozzles the tuning demands change from tuning a Voc nozzle. I haven’t had a set be replaced yet that I have installed. I have been using them since they first came out now.
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^Same here, I have not had a set come back besides one that was a fuel contamination issue (guy had loads of water). You also hit the nail on the head with tuning.
I got a set of SAC45's installed this month. I'm hoping my tuning deal comes through pretty quick. In the mean time, I've been schooling myself up on the tuning just in case. I put about 10 miles on them with the tuning I've ran for many moons and so far I'm impressed. Too much smoke, for me anyway, to run it the way it is though, and I'd probably limp the trans. I appreciate the saga here, good stuff.
Day 3,029 (8 years, 3 months, 15 days)
Hours on injectors: 1,304.9 (+273.5 since last update)
Miles on injectors: 52,555 (+9,885)
Gallons of fuel injected: 3,590.0 (+665.2)
Miles on motor: 63,351
Miles on truck: 359,587
These injectors are still kicking ass and taking names. Once again, there was some movement with injectors going from positive to negative, but all balance rates are WELL within spec. Main rate was up a tiny bit again, but I still think not enough to mean anything.
Exhaust smell is unchanged from last time, and still very reasonable for the motor build (low compression and high overlap cam).
Ring condition still continues to deteriorate slowly, though oil consumption and blow-by seem to have leveled out. I figure I have 2-5 more years before I need new rings, and I can't complain with the punishment I give this motor every time I drive it.
I have switched to compound turbos, and these injectors are now the limiting factor in my setup. I am torn between living with the power I have, or getting bigger sticks and turning it up. So far, it has been reliable as-is, so I should leave it alone, but the temptation is always there...
The new turbo setup seems to have impacted fuel economy slightly, mostly running empty on the highway. I used to see 0-1 PSI running down the road, but now I see 6-9 PSI, which is probably what is eating up the fuel. But it is a lot nicer to drive than the big single, so I will take that trade-off. Probably knocked highway mileage down to about 15-16, but not much different than before when towing.
Hours on injectors: 1,304.9 (+273.5 since last update)
Miles on injectors: 52,555 (+9,885)
Gallons of fuel injected: 3,590.0 (+665.2)
Miles on motor: 63,351
Miles on truck: 359,587
Code:
Drive Park
BALRCYL1 -2.07 -0.97
BALRCYL2 +0.64 +0.19
BALRCYL3 -1.36 -0.57
BALRCYL4 +0.07 -0.15
BALRCYL5 +0.85 +0.12
BALRCYL6 +2.50 +1.63
BALRCYL7 -0.54 -0.68
BALRCYL8 +0.31 +0.32
MAINRATE 15.6mm³ 9.1mm³These injectors are still kicking ass and taking names. Once again, there was some movement with injectors going from positive to negative, but all balance rates are WELL within spec. Main rate was up a tiny bit again, but I still think not enough to mean anything.
Exhaust smell is unchanged from last time, and still very reasonable for the motor build (low compression and high overlap cam).
Ring condition still continues to deteriorate slowly, though oil consumption and blow-by seem to have leveled out. I figure I have 2-5 more years before I need new rings, and I can't complain with the punishment I give this motor every time I drive it.
I have switched to compound turbos, and these injectors are now the limiting factor in my setup. I am torn between living with the power I have, or getting bigger sticks and turning it up. So far, it has been reliable as-is, so I should leave it alone, but the temptation is always there...
The new turbo setup seems to have impacted fuel economy slightly, mostly running empty on the highway. I used to see 0-1 PSI running down the road, but now I see 6-9 PSI, which is probably what is eating up the fuel. But it is a lot nicer to drive than the big single, so I will take that trade-off. Probably knocked highway mileage down to about 15-16, but not much different than before when towing.
