My P24V build

Well, valve train checks out. Lash was right where I left it, push tubes aren't bent, no cracked bridges or rockers, oil is flowing as it should...

Truck idles smooth as glass when it's cold (sub 150° ish range) but, it's free to pop the valve cover off.

Assuming it's a fuel problem at this point. Going to check Gov Spring stud protrusion tonight when it cools off. If that's good, then it's either an injector issue (new ones on the way), or the injection pump is on its way out.




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My altitude is ~300 ft above sea level which is where the 14.5 comes from instead of 14.7, on a 80° ish night, humidity unknown, but I'd guess below 30%.


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For the sake of argument. We'll go with 14.4 to accommodate for temperature and restriction from the air filter and etc


14.4+60 = 74.4
74.4/14.4 = 5.16

.02 difference


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Gov spring retainers hadn't moved since Seth worked on the pump. Paint marks lined up to a T, so it's definitely an injector or injector pump issue. One that is getting progressively worse. Truck is time out until the new injectors get here and I can either have the problem fixed, or start getting ready to send the pump to Seth for a rebuild.


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Got the new injectors in.

Truck is back to running like it should. Definitely a sigh of relief after the test drive.

Come tax season, I'll throw down a chunk of change for some top notch six holes from Smokem and never have to worry about injectors again.


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Since I'm sorta on the subject of injectors...

As I mentioned, the 62/475 has begun to bore me, and have been beating my head against the wall as to what I want to step up to. I think I've come to the conclusion that I'll just go with a basic 64/480 setup, mostly because anything bigger than a 480, from what I can find, is custom machined and pulls a premium, even though is essentially a bigger inducer, with the same exducer, shoved into the same housing, so I'm not exactly sure if the gains warrant the extra cost. I know a 64/480 isn't going to put down mind blowing quadruple digit power, but I have a angle grinder and a torch to remedy that.

Anyways, asking the peanut gallery here. Say a Sxe 64.5/73/.91 with a 50mm gate at the manifold, over a fmw 80/96/1.32 with the .66 (I think? John Deere cover, the good one.) ar housing, what would be a good 6 hole injector to pair with that.

Not concerned about "well this injector will support this much, etc", I want to know what size would work best with the volume of air that this particular setup brings to the table.


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Financial Mistake said:
I think I've come to the conclusion that I'll just go with a basic 64/480 setup, mostly because anything bigger than a 480, from what I can find, is custom machined and pulls a premium, even though is essentially a bigger inducer, with the same exducer, shoved into the same housing, so I'm not exactly sure if the gains warrant the extra cost.
Click to expand...

Don't be mistaken, there are a few options that use larger than the 110mm exducer, however BW will not do so due to their maximum rated wheel speed. And the answer is yes, the gains surely warrant the extra cost if that is what you are after.

Financial Mistake said:
Anyways, asking the peanut gallery here. Say a Sxe 64.5/73/.91 with a 50mm gate at the manifold, over a fmw 80/96/1.32 with the .66 (I think? John Deere cover, the good one.) ar housing, what would be a good 6 hole injector to pair with that.
Click to expand...

If you plan to go with an external waste gate do not rule out using the smaller T4 0.83AR turbine housing. The answer to your injector question would be vague, because nowhere did you state the application, injection pump, nor the power level you are looking for. I would be happy to give you an accurate answer, but I would need more details.
 
I would actually much rather have a smaller turbine to maintain a slight amount of street ability, and with the 24V head, I think it could still do pretty well. Not a dedicated daily of course, but something that can drive to sonic on a Sunday and just have fun with, but still be fairly competitive in some of the mediocrely fast index classes, in sure you get the idea. And I doubt the .80 t3 gated housing can keep up at that level, so I've been told external gate is what I have to do, which isn't a big deal to me. I was under the impression that the .83 is only available for the 68mm though? I very well could be mistaken of course.

The pump is a 180 from Seth, 440cc. I'd like to hold onto it for awhile before I bump up to something bigger, just to see how far/fast I can go with a 180 pump.

I hate putting a definite number on the table simply because I don't want to have unrealistic expectations, but, I'd like to see low-mid 900s, I'd like to think that the turbo combo could achieve that, but idk how limited the pump is going to be at that level. My plan is to have the truck down to around 5,000lbs with driver and fuel, to somewhat compensate for not having gobs of power.



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Yes the T4 0.83AR housing is available from BW for the 73mm turbine, just at a higher price point. The injection pump is certainly the limiting factor, and would require a more capable injector to reach the 900hp area, but certainly is not out of reach of any of the parts you listed. There are many alterations that can be done to increase raw flow and/or injected quantity, far more than what you will read about on the internet. For example; we've seen flow values of the same nozzle type and orifice size which have a 2.3LPM differential.
 
I'm certainly getting a set of yours, I've seen and heard enough to make that decision. Plus I don't want to listen to Jacob Bayes b**** at me if I didn't, lol


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I won't b****. I'll just laugh when it doesn't to what you want it to. Like a couple other right now lol
 
As as @jlbayes mentioned, the 66/73 is the same price as the 64.5/73, if I'm getting the 73 turbine, I might as well get the bigger compressor to go along with it... for literally no extra $$$


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So, went out to do some more turbo tuning to try and squeeze every drop out of these turbos. Per Smokem's advice, I tried to get 21 psi out of the secondary and 47 psi out of the primary.

I kept falling way short, and tightening the gate a good bit actually made it worse.

Before tightening gate
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After tightening gate
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Now, this may just be because the boot decided to exit stage left, but while watching the gauge, it didn't seem like it was in a hurry after it passed 60psi.

Another thing. Since my pump is at max rack travel @ 60psi, would that be why the truck refuses to go past 64-65psi?? I mean, It makes sense. Rack stops moving, fuel stops increasing. So is it possible that I'm just out of pump? I doubt bumping up injector size would do much good if the pump won't fuel past 60psi.

Any input?




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My math comes out to 9 psi (average) out of the secondary.

After talking with @jlbayes we agreed i needed to bump up injector sizes before I would see a noticeable change. Still waiting to hear from Weston to see what he says.


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