Now this is BADAZZ!

IKE, those Nasty (pun intended) little pumps are not easy but onced they are balanced...look out. I think this is the future of Diesel Performance. I understand the old adage, 'if it an't broke, don't fix it' but it's better. Heck, we should see different valves in the nest 5 years.... are you against those as well?
 
IKNOWEVERYTHING said:
I maybe out in left field because I don;t follow the D max very close but?

Has anyone in a Dmax dynoed 1300 hp fuel only?
What is the max ever dynoed from a Dmax w/o Drugs
How much timing can be acheved with efi live?
Can a Dmax w/efi live turn 6k rpm plus?

I just think that when you FINALLY get away from the thought that a Dmax is always streetable and think about max hp for comp use does the electronics (althou Izusu has the best set up) really compare to a very BASIC and simple mechanical pump that is proven and hard to beat .

IKE
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The Dmax is heading in the right direction thanks to those who are thinking "Outside the box". Many big things have happened in the past year and many are more to come.

To answer your questions:

#1 No one has made that kind of power on fuel yet but who knows what this year will bring. I was merely stating the potential of the CP3 nothing more. I made 721 RWHP on a single modded CP3 with twins 1 1/2 years ago if that says anything.

#2 I have the only "proven" 1000+ RWHP Dmax on fuel only to date but I know there are a few others out there. That bar is about to be raised this year with some of the new builds in the works right now.

#3 45*

#4 With the new EFI live software released a few months ago we can run 5500 RPM now, fueling tables used to only go to 4850 IIRC. The new stand alone ECM's are also now available which will allow us 6000+ RPM.

The Dmax will always be streetable due to EFI regardless of HP being made. Whether you can controle it on the street is another thing. Having DSP 5(variable tuning switch) allows us to change HP settings on the fly depending on what you want. In my case last year I travelled thousands of miles on road trips, camping (pulling my trailer), gettin groceries, taking my son to school, street racing (back 40 away from the public for safety reasons of course), drag racing at the track, etc. etc.

Hope this helps.
 
I am not against electronics I was actually very pro electronics at one time but when MY needs for hp were more then 1 electro/mech pump could put out I finally acepted it and moved on to a bigger and better pump that will make as much hp as I could afford.

I am interested to see some of these "badass" D Maxes run to see if they can keep up with the big power that is being made with "dumb" "old" mechanical devices.

I will admitt that the Izusu has the best electronics/programing and has made a lot of strides and I don;t mean to disregard them in the max hp game but I am a little skeptical yet, at to how much hp it will make and then if the rest of the engine will like it.

I am VERY happy to see some gm guys FINALLY thinking "outside the box" , 100 Dmaxes in the street class gets old and nothing in the upper classes. I am looking forward to seeing some mod class Dmaxes .

Best Of Luck

IKE
 
The tables in EFILive are able to be rescaled.. The "max" numbers that you see are just soft limits that EFILive suggests that you don't go beyond. If you want to go beyond 45 degrees it's possible... but theres no need.

Brayden
 
Nasty Girl said:
#4 With the new EFI live software released a few months ago we can run 5500 RPM now, fueling tables used to only go to 4850 IIRC. The new stand alone ECM's are also now available which will allow us 6000+ RPM.
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Looking for more information on the standalone controller. Who/Where/When/How much? PM me if it's private...
 
Curtis has had a total stand along engine management system for 3 years now. This is the only way to make it work right; this is the reason big power is made with. These come with his engine program, he is currently building quite a few of these engines, and Greg and I have been working together on the intakes, oil pans, and merge headers. If you want to go fast , and have a rock solid 1000 to 1300 hp with 5500 rpm potential
 
just use an LBZ ECM. Cheaper and just as capable. Its the same core proc and architecture as the Bosch standalone ECM. Both are based on the bosch EDC-16.
 
SmokeShow said:
cut out some of the BS stuff not needed with a truck ecm like VATS, input from a transmission. It also allows for more RPMs.


C-ya
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Who has pushed EFI to the limit where the truck would not run good over 5K RPM?

If I want 6K RPM with EFI, I'll get it.
 
If I want 6K RPM with EFI, I'll get it. The fact of the matter is, you need psi at the tip of the injector and enough fuel to support the higher RPM without using 100 degrees of crank angle to get the fuel in the cylinder. Low pulse width, big injectors, and ample psi is only the start to getting big rpm numbers out of these motors. There are other mechanical limitations of the dmax that won't allow a motor to live at high rpm's. These limitations are more of a setback than the computer used to control the engine.


Think about this. At 3200 rpm......adding 300uS of pulse width adds almost 7 extra degrees of crank angle travel for the fuel to spray in. 200 RPM adds about 2 degrees of crank angle. With that said, you can add 600RPM to the motor at 3200 rpm and have the similar crank angle degrees of travel as if you added 300us to the main injection spray time. From a tuning perspective, RPM is all about getting the proper amount of fuel in fast enough for it to combust properly. These numbers are not exact figures, but close enough to accurate to give you a fair representation on what we are up against to get our common rail motors to compete at high rpm.
 
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Highfinance97 said:
Ford
TSShootout08021.jpg
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Not to hi-jack, but I wanna know more about this!!
 
I dont remember the name but its not Destroked. Rods old truck runs a Cummins in it.
 
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