Mike, The Cat gear would be an option for a P-pump or Cat pump. As far as a DB pump goes, its probably not necessary, its easy enough to work around transfer pump pressure with tuning the factory setup. Our factory setup advances 6*, for a total of 12 crank degrees. I think NMB2 is going to experiment with the timing here soon, so maybe we'll see what some radical timing will do to these things, especially a setup with some real fuel. As for modifying that gear to fit the IDI, I dont think its a big deal at all. I would just machine the teeth off of the Cat gear, and graft the stock IDI gear right onto it. Fab a new timing cover to fit the Cat pump, and bam, theres your setup.

As far as the intake goes... If we are going to adapt the CAT pump to it anyways, I wouldnt even touch the stock pile... I would cut some flanges and build a whole new intake... Something that actually flows some air. As long as the pump clears the port entrances, everything should be fine.

Keep at it Mike, the Cat pump could be a viable option...

 

Is NMB2 gonna mess with the timing after he gets his new turbo? And how extreme is he thinking of going?

And with the intake manifold, you had pretty much the same thoughts as I did Justin. Also any updates on your Db2?

 

I have no idea what kind of mad scientist stuff Justin is planning, but I know he is looking at timing as something to be had for gains...

As far as the DB2 goes, nothing new, just waiting on the EDM shop... After that, I will fill you guys in.

 

The way the V-pump is shaped, there is no way going higher would work. Lower would work, or a narrower profile. Hell im not certain the stock manifold will not work.. its just close. Also, there is seeming lots of room on the right side, whilst fabbing the new gear cover, one could simply move the pump to the right a little, giving all the necessary room, but as you move over it would move down. Anyway, i think that would give the extra cushion room-wise.

Ya i wasnt thinking about it for the DB pump. Found some more timing info on the CAT. Seems NA engines were 6* while the turbo engines were 8*, both could be had locked out (solid gear). Something i didnt think of you mention, so that would be 12 and 16* at the crank, which would be something like 24* total timing right? That doesnt seem to bad actually given our rpm range, but i think more on top would help. I also think there is something to be had with bigger lines / nozzels, getting all the fuel in quicker. Given the design of the IDI, i think that would help, but for all i know it could be opposite. Something to be played with down the road im sure.

As far as the intake: The CAT is not all that much bigger in the valley, much the same in fact. The reason there is not a clearance problem is the CAT has psd style bridged intake, AND.. best way to explain them, FE heads. Thyre very narrow and dont have the meat inwards of the valves ours have. Seems like things are getting to the point i need to start buying pieces and trying to put the puzzle together. So if you run across some more 3208 pumps in the $100 range let me know, ive run out of local places to check with. Also looking for a factory turbo engine.

Just out of curiosity, does anyone know / remember the specs on the stroker setups? Were they just offset ground, or new crank / rods or pistons? All i think i know was they came out to a 7.7L

 

I don't know the specs but I do know that it is Barnett High Perfromance that does the stroker setups. I believe the 6.9 would be like a 7.7 or 7.8 and I think a 7.3 would be like an 8.1 or something like that. I am really curious what all the do to the pistons also...

 

My guess would be that the piston is shorter to make room for the extra stroke. Sounds more expensive than it would all be worth, but i may just do some investigating on the subject. When i first heard about them i was in college, and the kid that told me said his brother had a 7.7 stroked IDI, but they didnt make the kits anymore. Thats about all i know about em, he didnt know who made them.

 

So back to the DB2...

Got my rotor back today, and they did an excellent job on it, looks factory.

On the left is whats left of the Turbo cal rotor... Stock Turbo pump is the same...On the right is my modified N/A rotor. 6 more fill ports added, and plunging bore opened up to .3995", The other 5 tenths im going to hone out myself to get a mirror finish and .400". Im going to make some new plungers myself. According to my math, all things being the same as the turbo cal, with just the increased bore diameter, I should be looking at ~145cc's of fuel. To deliver that, the pump has to hold together, thats the big thing at this point. Anyway, things are looking promising for the EDM work, The guy at the shop is interested to see what it does, as he has buddies with IDI's, and he said qty orders would have a price break, so if this works, it could be a an affordable option for fuel mods. Anyway, here is the pics... Ill get some more when I turn the plungers, heat treat them, and hone the bore....




More soon.

 

huh, i thought that these rotors would be symmetrical.

how many of those holes are open at the same time? all of them?

how much tolerance are you going to leave for the piston?

 

Looks great man, sorry for the derail... put my new info for the stroker in my old thread, if you dont mind id like your opinion on it.

By my math thats enough fuel to top 300whp and then some being conservative, cant wait to see how it works out.

 

With 145cc you'll be putin out what the powstrokes do. Chiped they dyno between 300hp and 350 hp with other mod's. Will these injectors pass that much fuel, and if they do what about air. Going to need 30 psi to do it right I think. I am really looking at this seems interesting.

Chet

 

Damn that is a lot of fuel from a Db2. I hope it works out. That would be awesome.

Also after what Bonanza35 asked about the injectors, it got me thinking. Is there is there any way to modify the injectors using EDM to flow more and still be precise. More precise than extrude honing even...

 

EDM'ing is pretty damn precise... According to NMB2, his injectors flow plenty, and I have no reason to doubt that. I think if we reached the point of not being able to deliver the fuel the pump can with the injectors, EDM'ing would be the next step for that. All I know is that MY stg 1's have done me very well, there is none of the symptoms that have been complained about in the past, and I knock down 16-18mpg's avg with 4.10's... Pretty hard to beat, with ANY injector.

Anyway, my 60 and lift are done, so now I can get to working this pump... Ill get some plungers done soon...

 

Dude I got ya. The Dps stage 1s are ggod injectors. I definitely have no complaints since I have had them. Keep up the good work. And I look forward to the updates.

 

this may sounds stupid, but I have to ask.

why couldn't you run a constant velocity, or secondary variable velocity injectors into the intake?

fuels injected into the pre-chambers anyways

if you can run propane or H20/ methanol into the intake why not diesel...

 

propane has a higher auto ignition point if i remember correctly.

there is a reason why we much inject fuel directly into the cylinders and that is for timing, if we just sucked fuel in with the air charge, then there would be pre-det. and also, if you had a build up of fuel in the manifold when you let off you might keep going.