Common Rail dyno preview

funny how most of the 12v guys made comments along the lines that I spray the piss out of mine, till they are back ahead. LOL Just remember guys, HP is HP, regardless
 
Jason, I will try and help clear up something about that fuel number.

Adams truck is hardly a 600hp/40psi set-up with that much fuel, that set of twins, let alone the motor build up. Get on the dyno and rip off back to back runs of 1250 and 1300+ and then climb out of the truck go under the hood in front of a crowd of people and adjust your wastegate regulators. For a fuel run we want to keep the gate shut and build more more boost, where on the nitrous runs we want to open it early. We have the gates set-up unconventionally compared to most as we tuned in the truck for heavy spray. If the plumbing was conventional Adam turned the regulator in the correct direction, however this change he made lowered the opening point instead of raising it in this particular case. Mistake plain and simple, probably one he wont ever make again. He can take a public flogging for a weak fuel number from anyone, but it would be best served from someone who puts up a higher number than he did, fuel or fuel and spray. I would also point out in the thread on Comp about that run, Dunbar himself summed it up well with the compliments he paid to Adam and the truck's build. He runs all of these high HP trucks so I would consider him to know a thing or two about a strong truck.
 
lmills said:
funny how most of the 12v guys made comments along the lines that I spray the piss out of mine, till they are back ahead. LOL Just remember guys, HP is HP, regardless
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In that regard, the commonrails have a long way to go to catch up to the likes of kent crowder, Van Haisley, Terry Martin......And I believe they all do it on fuel.
I do not mean in any way to take away from an 1100 fuel only run, that is very impressive and I am sure that this truck is much more streetable than a 12v at the same power level. But 1100 is still a little ways from 1300.
 
with a 10 year jump start I think we have done rather well closing the gap. :D Not to mention, when was the last time Kent, Van and Terry was seen cruising one of those down the street? I agree, power is power, but be realistic. You can not compare an 1200+ daily driven common rail that still tows and plows to a dedicated sled pulling only rig like one of those. If I have to give up all my comforts to get to where they are as far as horsepower I will stay where I am
 
You suck Lloyd...you don't use your truck!!!

I can't even hit half of what you guys are arguing over!

Chris :p
 
carfichris said:
Jason, I will try and help clear up something about that fuel number.

Adams truck is hardly a 600hp/40psi set-up with that much fuel, that set of twins, let alone the motor build up. Get on the dyno and rip off back to back runs of 1250 and 1300+ and then climb out of the truck go under the hood in front of a crowd of people and adjust your wastegate regulators. For a fuel run we want to keep the gate shut and build more more boost, where on the nitrous runs we want to open it early. We have the gates set-up unconventionally compared to most as we tuned in the truck for heavy spray. If the plumbing was conventional Adam turned the regulator in the correct direction, however this change he made lowered the opening point instead of raising it in this particular case. Mistake plain and simple, probably one he wont ever make again. He can take a public flogging for a weak fuel number from anyone, but it would be best served from someone who puts up a higher number than he did, fuel or fuel and spray. I would also point out in the thread on Comp about that run, Dunbar himself summed it up well with the compliments he paid to Adam and the truck's build. He runs all of these high HP trucks so I would consider him to know a thing or two about a strong truck.
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Well, that's a different story. I my self farked up on a dyno day run doing 2 different setups.... Imagine on a CR, Smarty on #9 and Edge Hot juice on 6. :) Good thing for back downs on the Juice is all I gota say.
 
lmills said:
with a 10 year jump start I think we have done rather well closing the gap. :D Not to mention, when was the last time Kent, Van and Terry was seen cruising one of those down the street? I agree, power is power, but be realistic. You can not compare an 1200+ daily driven common rail that still tows and plows to a dedicated sled pulling only rig like one of those. If I have to give up all my comforts to get to where they are as far as horsepower I will stay where I am
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That's the point I was going to get at..... :) HP is HP! all good. 1300+ on a dyno is insane! 1100 At 2200rpm is even more insane. But HP that's streetable, is even sweeter in my book. Even if this "Streetable" hp require spray. by this I mean.. you make 900hp..... plowing or getting the groceries (more my style) and have the ability to smack the spray button to embarrass a big tire car or a zo6. That's what it's all about. :) Getting out to adjust a waste gate is a little excessive to claim "streetable" just so you can make more power, that's crossing the line to dedicated/purpose built.

The idea of an electronically controlled wastegate maybe should of been worked on more then just being removed from the CR motors. How sweet would it be to tune that part for spary or not spary from in cab?
 
710 on diesel with smarty on level 1 and Tst on level 3, lol. we played with the diesel only levels til 800 HP and it was late 11.00 PM and i said enough, lets spray already. Thats when we heard boom and called it a night. Motor only has 20 miles on it and we have a lot more tuning to do with the wastegates. We were just playing the other night and getting a feel on what we needed to do. Alot of variables need to be figured out, programming, injector size, But i will tell you this, Nathan knows his stuff when it comes to making twins. Seat of the pants power is so much better than the single and power band is much more consistent. MPI all the way!
 
JasonCzerak said:
How sweet would it be to tune that part for spary or not spary from in cab?
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Pretty simple, use an adjustable air regulator on the manifold pressure going to each of the external wastegates. Mount a little cheap gauge on both of the regulators and test it a few times. Once you have done it, mark it so you know where you want it set for spray and where for #2 only.

Then you can simply twist two knobs (one for each wastegate) while in the cab...
 
GOT-Torque said:
Pretty simple, use an adjustable air regulator on the manifold pressure going to each of the external wastegates. Mount a little cheap gauge on both of the regulators and test it a few times. Once you have done it, mark it so you know where you want it set for spray and where for #2 only.

Then you can simply twist two knobs (one for each wastegate) while in the cab...
Click to expand...

What would be even more trick is to regulate wastegate's with drive pressure.......... :) if you spay and you suddenly have a huge rise in drive pressure they just open all the way and a way ya go.

Wait, isn't that how the external ones already work? :) hmmm I think I got my gates mixed up.
 
Horsepower is Horsepower.....what a bs statement!!:shake:

SOMEBODY HOLD 1000 HP FOR 10 SECONDS, THEN LET US KNOW.


And the next favorite dyno thread statement, "There is more in it.":hehe::hehe:
 
Sledpuller said:
Horsepower is Horsepower.....what a bs statement!!:shake:

SOMEBODY HOLD 1000 HP FOR 10 SECONDS, THEN LET US KNOW.


And the next favorite dyno thread statement, "There is more in it.":hehe::hehe:
Click to expand...

Why don't one of you folks put you truck on the same dyno that semi's run. ohh the name eludes me, but you start high and it pulls rpm's down, kinda like a sledpull, but with traction. :)

I don't recall anyone here doing a pull on one of them
 
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