6.9l customization
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Elder User
Joined: Aug 2007
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From: Nutter Fort,West Virginia
well, i would try to keep them within a degree or two.
wouldn't be that hard to test, just don't energize one pump so that you could time the other.
i think the hardest part would be fitting them in there.
but there is also the question of how much the injectors can flow.
also i wonder if you could ramp up the pressure the injector fires at....
wouldn't be that hard to test, just don't energize one pump so that you could time the other.
i think the hardest part would be fitting them in there.
but there is also the question of how much the injectors can flow.
also i wonder if you could ramp up the pressure the injector fires at....
Lead Driver
Joined: Apr 2008
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What hes getting at is short of a perfect world you wont get even two identical pumps to be timed identically the same. Makes the engine run uneven and creates internal pressure spikes. However to what degree is the question. If you could get both pumps within .2* or so it could work, but how would you know where youre at on em?
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Joined: May 2010
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From: Oregon
on youtube theres a pulling tractor running twin db2s side by side
you can increase pop pressure in the injectors by shimming the insides. I don't think it would be that big of a deal if they are very slightly off. If they are rebuilt at the same time and place, and both get the same fuel then wear rate will be similar besides odd circumstances. If you reuse two cores that would be a different story indeed
For the work of running dual pumps I'd just get something with higher flowrates adapted to work myself.
you can increase pop pressure in the injectors by shimming the insides. I don't think it would be that big of a deal if they are very slightly off. If they are rebuilt at the same time and place, and both get the same fuel then wear rate will be similar besides odd circumstances. If you reuse two cores that would be a different story indeed
For the work of running dual pumps I'd just get something with higher flowrates adapted to work myself.
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Joined: Sep 2011
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Ya it is definitely possible but I just guess my point is that I have only seen it on tractor pullers and not on daily drivers. There was actually one guy who was building a twin turbo kit for his Chevy 6.2 and he was also trying the twin Db2 pumps. He was gonna use a belt setup but I would definitely go with a gear drive if it was done at all. But for all that effort I would just adapt a bigger pump too.
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Elder User
Joined: Aug 2007
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From: Nutter Fort,West Virginia
i guess i just don't see how it would be that hard to time.
and yea, gear driving most definitely.
you shouldn't get anymore pressure spikes with two that have a slightly off timing compared to the single injection event should you?
i was kinda wondering if having two pumps would also spread the load out over the two pumps so that you could run 1.5:2 times the pop pressure that they normally see, but now rethinking it i don't think that would be possible.
has anyone heard of emusa waist gates? it seems that everyone hates them because they are "Chinese" but i haven't seen any problems posted about them.
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and yea, gear driving most definitely.
you shouldn't get anymore pressure spikes with two that have a slightly off timing compared to the single injection event should you?
i was kinda wondering if having two pumps would also spread the load out over the two pumps so that you could run 1.5:2 times the pop pressure that they normally see, but now rethinking it i don't think that would be possible.
has anyone heard of emusa waist gates? it seems that everyone hates them because they are "Chinese" but i haven't seen any problems posted about them.
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Elder User
Joined: Aug 2007
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From: Nutter Fort,West Virginia
so, i have decided that i am going to cast intake manifolds.
anyone care to share there thoughts on the best design?
it's always nice to live in a town that had a glass factory in it, fire brick is found everywhere.
and i guess i should cast a few mounts for the turbo aswell
anyone care to share there thoughts on the best design?
it's always nice to live in a town that had a glass factory in it, fire brick is found everywhere.
and i guess i should cast a few mounts for the turbo aswell
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You are going to cast you own manifold? That is pretty cool! What are thinking as far as the design goes? And if you make a good flowing one could you reproduce it? Also you might want to consider what type of injection pump you plan to use in the future. Take for instance and inline pump would really change your design...
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Elder User
Joined: Aug 2007
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From: Nutter Fort,West Virginia
indeed
i am not sure yet, i want to reduce volume but still keep good flow.
probably a manifold per side.
i am also kinda wondering if i make the runner longer if i would be able to get a little more power out of her.
if i use a manifold per bank, i should save room. (i plan on leaving more room in the middle of the bank and towards the rear so my turbo will sit there. should still be plenty of room in the front.)
i plan on keeping all molds/jigs for anything i custom make so that if something happens i don't have to go through so much trouble to make it again.
i am not sure yet, i want to reduce volume but still keep good flow.
probably a manifold per side.
i am also kinda wondering if i make the runner longer if i would be able to get a little more power out of her.
if i use a manifold per bank, i should save room. (i plan on leaving more room in the middle of the bank and towards the rear so my turbo will sit there. should still be plenty of room in the front.)
i plan on keeping all molds/jigs for anything i custom make so that if something happens i don't have to go through so much trouble to make it again.
Posting Guru
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Idk about the length but isn't shorter better in a boosted application cus it reduces lag? Just a thought I had. Also maybe equal length on the runners would be good to. It would give it even flow to al cylinders.
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Joined: Feb 2012
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From: western Oregon
engine spec's rod 7.31 inches Intake valve 1.83" intake port 195cc's port length 6.5" avg port diameter 1.54". exhaust valve 1.6" exhuast 122cc's port length 4.5" avg port diameter 1.47" If you are looking for flow numbers you can look up a pontiac 400 ci engine from the mid sixtys or a 455 from mid eightys they have comparable size ports and valves to give you an idea of air flow @28 Just remember the rpm is much lower and the valve timing is different so just use the info to get you in the ballpark. My calulations said the stock turbo engine with 6psi moves 526cfm @ 3000rpm
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Elder User
Joined: Aug 2007
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From: Nutter Fort,West Virginia
ah, the man with the info. thanks racer
i figure that equal length ss brake line would work with the correct flares on it.
i'll have to look, i am still not sure how i would do it although i am kinda leaning towards a log style manifold with longer runners and large radius bends.
basically it would come straight out of the ports, but curve upward so that the plenum is over top of the port.
i have a feeling that it's going to be a trick to use that style and get my turbo where i want it though.
i figure that equal length ss brake line would work with the correct flares on it.
i'll have to look, i am still not sure how i would do it although i am kinda leaning towards a log style manifold with longer runners and large radius bends.
basically it would come straight out of the ports, but curve upward so that the plenum is over top of the port.
i have a feeling that it's going to be a trick to use that style and get my turbo where i want it though.