CR injector in a 12 valve ?

roachie said:
Thank you:rockwoot::cheer:
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On that line of thought , if a CR injection system doesn’t need the added fuel to cool, in that it can add enough timing to burn the fuel in the combustion chamber and not after the exhaust valve . One thing about a P pump, is the timing curve is set in stone once you send it down the track. If you are conservative on timing to spool a charger , you will not have the timing needed at 6000 rpm’s . If you put enough timing in it to run up high, the engine is had to start , hard to keep on the charger , and takes forever to get up on the charger.
With a CR you have the ability to have the exact timing needed at that rpm and boost.
You can spool a looser charger , and not fall off of it . With this ability the heat you need to get rid of is dramatically less. .
So why would you compare the fueling ability’s of a CR to the fueling / Cooling ability’s of a P pump
The fuel a all out CR system , can put in the chamber vs. any P pump including the billets ones is probably very close .
Now step this down to any class below Mod and the CR will in the next year or so, be the one to beat .
The only reason for thinking about a 12 valve head is the flood of new casting that are coming from every directions in the next months. I still believe in the 24 valve as the best on any thing below mod class , because of the potential air flow , and the better injector location . But a 12 valve head is rugged and will survive in some applications better. They don’t run pro Stock heads of top fuelers even thouse that flow considerable more then the hemi. Thank about that for a little while
 
COMP461 said:
On that line of thought , if a CR injection system doesn’t need the added fuel to cool, in that it can add enough timing to burn the fuel in the combustion chamber and not after the exhaust valve .
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That is were you loose me on this train of thought. We all know that HP is energy, energy is heat, and your using a very high BTU slow burning fuel to make it.

What part of that allows less heat? Your burning all the fuel and relying solely on water to cool the temps down?
 
CTDYoungGun said:
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I also realize by "first p-pump to crack 1000hp" you probably mean pickup engines, because the p-pump has held the bar unreasonably high for competition for entirely longer then the year 2000...

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When did the first p-pump make over 1000hp in a dodge application? When did the CR make over 1000hp? The CR's had over 1000hp for 3 years? give or take a few months? Just about a good year with 4000rpm, kinda 4000rpm's. What you guys fail to understand is time and development. The CR's are progressing faster then p-pumps.
 
Compare the the level of involvement back before the CR made its debut though.
 
I'm not getting in some bs p-pump/cr arguement, I just have to ask this question. Why do all the 2.8/3.0/mods smoke so much? Even with elaborate water inj they still pour out smoke, why?
 
But its a CR? I thought they could make all of our problems go away because they are more efficient and will burn all the fuel?

Like I said I'm not getting in any arguement over which is better, or this or that. Just trying to say there is more to high hp pullers smoking than simply inefficiency.
 
TheBigNasty said:
This hardly justifies all but it's a start...

http://www.youtube.com/watch?v=jqsSgOtL46Y&feature=youtube_gdata
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that truck is an exception because of the filled block. Apparently you can't just plop it on a dyno and make back to back pulls to tune it.

However, a normally cooled 5.9 with a standalone in due time should make 1300+ hp with zero smoke. The folks that are stuck with the Smarty have to deal with haze and smoke until what ever next is coming out.

Yes, there are clean running dodges with the "right parts" but a guy like my self won't ever find that combo with out many extra $$$$. I'd love to tune for what I got to make max power. turning the software to stock my truck is 99% smokeless, even dumping the throttle, but it's got like 100hp over stock if that, where's the fun in that?
 
Common Rail 12V Cummins is not bad idea at all, I have design it in my head more than year.

My idea is to use as much original parts as possible to keep the cost down.

For controller: Megasquirt , yes same what the ricers use
Injector: stock 12v , but solenoids from CR cummins injectors .
Solenoids will be mounted to Rail and will connect to injector via HP line

CR pump : modified Cummins or duramax pump

Sensors: all from CR Cummins or Bosch

Turbos: VGT twins controlled by same controller



Will it work? I do not knew, but I hope at least it will start:pop:

I allready have base 12V engine and some other needed parts , but lots of parts still needed..........

Do somebody want to donate some parts for this experiment ? :poke:





:evil
 
In my way of thinking, using the 12v injectors is not the same as using CR injectors. 12v injectors start to open at a set pressure, CR injectors are opened by a solenoid at peak injection pressure, theroetically you could pump 50k psi into a CR injector and it would not open until the solenoid is activated.
 
That is funny about the no smoke thing. Cause most of the bad to the bone king power Dmaxes I know smoke like a freight train.
 
It should work if the same solenoid is between injector and rail.

If the solenoid opens the fuel will flow to injectrs.

12V injector opening pressure is aprox 260Bar and ir the rail pressure is aprox 1500Bar, the injector will open immediatley and stop injection after solenoids close.
 
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