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Old 04-03-2017, 04:30 AM   #681
tall boy

Name: tall boy
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Quote:
Originally Posted by Leiffi View Post
Yes, XPI is nice, but can you ever beat Sigma pumps with your modern technology ?

I dont know why but no one gets any power out of Euro3 cams, only smoke and high EGT.
Yes, XPI is nice, but can you ever beat Sigma pumps with your modern technology ? Well time will tell. . For now we got some power almost no smoke and a pistonring seal problem on the new engine so we got some work to do.

I dont know why but no one gets any power out of Euro3 cams, only smoke and high EGT. Well maybe unable to master the fuel system than. So many from Scandinavia asked us what we are using and doing but the simple fact is we can build stuff but not a lot are willing to pay for it. Fact is to make good power no smoke and low EGT you need to chance cams as you need to get the fuel in a lot faster. Same thing is we can build a 30% bigger injector but for a daily use truck it will not run clean on low end power having low boost as the OE cams do not provide the plunger travel speed to run clean. We also know how to get a load more fuel out of a OE injector but this will only happen for the most part above 2100Rpm.
So there are plenty of options.


Last edited by tall boy; 04-03-2017 at 04:34 AM.
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Old 04-07-2017, 03:05 PM   #682
allan5oh

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Cool stuff!
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Old 04-08-2017, 04:11 AM   #683
tall boy

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Nr2 Pulling Truck got a construction problem we need to solve on the small end conrod. Seems I need to spend more time on the mechanical engineering side of things to prevent this.
Also data from the last run indicates we are using all the fuel coming from the hi pressure pumps missing 700 to 1000Bar pressure so we have do some modification to the pumps and test these on the race trucks as there are using the same fuel system so lucky we can combine things between different motor sports.

Nr3 truck did very well. Seems we build an PD engine that makes a lot more torque but still have no data on low end power so we need to discover what it can handle but yes very happy with the second place last night unable to get more traction on this type of clay track but where able to pas the teams using 18L+ engines displacement with our 16.4L V8.

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Old 04-10-2017, 08:59 AM   #684
tall boy

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Cummins M11 Select injector testing duel pulse mode

The Cummins M11 is still a very popular engine used by many truck race teams in the UK so why not build an diesel ECM system for the Cummins select range engines. Will this make more power? Think not but this will give the teams the option to make changes to the engine calibration and optimise power as some teams have a ECM that good for low end power and one for hi end power so why not get both in one ECM box. All it is giving the teams control over there engine and give them the option for active boost control EGT and EMP and speed limiting and the list goes on.

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Old 04-19-2017, 08:05 AM   #685
tall boy

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Just ended a great weekend of semi truck racing.

On my agenda where testing the hi pressure fuelpump and able to get some more fuel out making some modifications on the XPI fuel system but still 300 to 500Bar or 4351 to 7251PSI short on fuel pressure to support the hi flow injector.

The better the fuel injection system get the more critical begin injection will become and CR did play a bigger part in this as expected. The two race engines are still stock so fairly hi compression ratio compared to the rally engines we build last year but manage to get a load more power drop EGT 50 degrees went from a 18AFR to a 16 AFR fuel ratio just by injecting more fuel in a shorter time due to hi flow of the injector but still the goal is to hit 14.7AFR so 1.3 parts of air need to be burned by getting the commonrail fuel pressure up so bigger fuelpump needed. So very happy with the results and able to use them on the V8 puller engine as well but looking into replacing the hi pressure pumps ASAP as the engine is still under repair from the small end damage to the pistons and as new part are made for this we now have some time left to make changes.

This is how you test an engine using the rear breaks and read the data from the ECU and walk away with a smile thumps up problem fixed.

Plump injector setting on the ECU. Only start of injection and injection angle and thatís it for fuel timing and metering as the rest of the calculation is done by the ECU. Also this calibration as the option for two power settings.
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Old 04-30-2017, 03:39 PM   #686
allan5oh

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You guys are nuts! Lol. I love it.
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Old 05-01-2017, 07:35 AM   #687
tall boy

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We have done it! Now running first pace in the championship but many more event to go so we got some more work to do on the pulling track.

They call this a clay track but no traction what so ever so it’s all in the balance of the Semi Truck and tyre pressure and using the correct gear ratio as for not digging a hole lowering the hook due to sinking down throwing up a wall of clay in front of the pulling sled. Last run was like a super slomo floating finish getting first place with 16,57 meter more distance as NR2.

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Old 05-07-2017, 03:54 AM   #688
tall boy

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New build Cross car 4X4 with a 2.5L TDI diesel engine. Customer reinstalled the diesel ECU system and engine did smoke after making massive boost. Look @ the data file and notice jumps in RPM indicating reluctor wire could be swapped and yes after it run like crazy and thatís getting use to I think but is very fast having this massive torque over 800Nm.


Bit old school for me Cummins 5.9l 6BTA with a S366SX-E on it.

Our Scania Torpedo V8 still running strong still holding NR1 in the championship having a second place yesterday. Yes Iím a happy man.

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