injector choice
Post Fiend
Joined: Sep 2003
Posts: 6,096
Likes: 27
From: Mesa AZ
Larger nozzles- By installing larger nozzles you are makeing the nozzles less restrictive so that more fuel will flow out of them with everything else being the same. Stock injectors with stock programming and larger nozzles will get more fuel out and make more power. Stock injectors only modified to have more fuel capacity with stock nozzles and stock programing will run exactly like stock injectors. In this case the only way to get more fuel out is with a chip to extend the open time of the injector and/or increase the Injection Control Pressure (ICP) to push more fuel out the nozzle. On the same note if you say make a hybrid (installing a larger 7mm plunger and barrel out of a DT466/I530E injector) and leaving the intensifier piston the same will effectively reduce your injection pressure. This less injection pressure will make less pressure at the nozzle and will actually flow less fuel with a stock nozzle than a bone stock injector. So to get the fuel out without a chip you would need larger nozzles.
There is also a point where the stock nozzle just wont flow enough fuel to get the desired amount out in a realisitic time frame. That's why high capacity injectors require larger nozzles to use that capacity.
Codes- All powerstroke and T444Es come with A code injectors. A code injectors have a 6.0mm plunger and a 16mm intensifier piston. What this does is multiply the ICP so that injection pressure is adiquate but not having to have huge amounts of ICP like say in the 20,000 psi range. This difference give you approximately a 7:1 difference and therefore increases your injection pressure 7 psi for every 1 psi of ICP.
All DT466s and I530E injectors are B codes. Of those some DT466s and all I530Es have a 7.1mm plunger, hense more fuel per mm of stroke, with a 17.5mm intensifier piston. This gives you approximately a 6:1 ratio. So no it will not have quite as high of ICP as as the A codes but it's not as bad as it could be. However due to the larger intensifier piston they reqire much more high pressure oil to make the piston stroke the same distance. This is why you need a high pressure oil system with a higher capacity.
Hybrid injectors are taking the 7.1mm plunger and barrel out of a BD code I530E injector and installing it into an A code injector with a 16mm intensifier piston. As you could imagine the down fall is that the injection ratio is dropped to approximatly 5:1 further decreasing injection pressure. However with the smaller intensifier piston it requires no more oil than an equivilant A code yet it flows the same amount of fuel as a B code. The result is much more fuel capacity without the need for more high pressure oil volume.
A codes and B codes can be further broken down as well.
A and AA injectors came in the '94-'97 non-california trucks. They are all 90cc injectors and are single shots.
AB injectors came in the '97 cali, and all early '99 trucks. They are split shot injectors meaning they fire a small pilot shot before the main shot. These injectors flow 130-135cc of fuel.
AC injectors are found in the high torque version of the T444E and do not come in any Powerstrokes. They have the same internals as the AB injectors with the exception of the single shot plunger and barrel. However due to them being single shot injectors they flow 160cc. This is due to the way the split shots work. They have a small passage that opens, much like a port in a two stroke engine, that are uncovered that bypass the injection pressure out the side of the barrel instead of out the end through the nozzle. Because of this pause a portion of the travel of the plunger does nothing for injecting fuel so a split shot injects less fuel for the same amount of travel as a single shot.
AD injectors are also split shot but flow 135-140cc of fuel due to a slightly longer plunger stroke. These are found in all late '99-'03 Powerstrokes and T444Es.
AE and AF injectors are essentially the same as AD injectors but were called a long lead injector that was used as an attempt to cure a "cackle" issue many people complained about.
BA, BB, and BC injectors are essentiall all the same and are the same as AC injectors but are found in some DT466s.
BD injectors are the only B codes with the larger 7.1mm plunger and barrel that are single shot injectors. These are the injectors people are usually talking about when they are talking about putting I530E injectors in their Powerstrokes.
BE injectors are essentially the same as the AD injectors but found in some '97-'99 DT466s.
EF, BG, BI, BJ, BN and BP injectors all have basicly the same capacity and are split shots. However the nozzles vary on them depending on application. They can be found in many DT466s and I530Es.
There is also a point where the stock nozzle just wont flow enough fuel to get the desired amount out in a realisitic time frame. That's why high capacity injectors require larger nozzles to use that capacity.
Codes- All powerstroke and T444Es come with A code injectors. A code injectors have a 6.0mm plunger and a 16mm intensifier piston. What this does is multiply the ICP so that injection pressure is adiquate but not having to have huge amounts of ICP like say in the 20,000 psi range. This difference give you approximately a 7:1 difference and therefore increases your injection pressure 7 psi for every 1 psi of ICP.
All DT466s and I530E injectors are B codes. Of those some DT466s and all I530Es have a 7.1mm plunger, hense more fuel per mm of stroke, with a 17.5mm intensifier piston. This gives you approximately a 6:1 ratio. So no it will not have quite as high of ICP as as the A codes but it's not as bad as it could be. However due to the larger intensifier piston they reqire much more high pressure oil to make the piston stroke the same distance. This is why you need a high pressure oil system with a higher capacity.
Hybrid injectors are taking the 7.1mm plunger and barrel out of a BD code I530E injector and installing it into an A code injector with a 16mm intensifier piston. As you could imagine the down fall is that the injection ratio is dropped to approximatly 5:1 further decreasing injection pressure. However with the smaller intensifier piston it requires no more oil than an equivilant A code yet it flows the same amount of fuel as a B code. The result is much more fuel capacity without the need for more high pressure oil volume.
A codes and B codes can be further broken down as well.
A and AA injectors came in the '94-'97 non-california trucks. They are all 90cc injectors and are single shots.
AB injectors came in the '97 cali, and all early '99 trucks. They are split shot injectors meaning they fire a small pilot shot before the main shot. These injectors flow 130-135cc of fuel.
AC injectors are found in the high torque version of the T444E and do not come in any Powerstrokes. They have the same internals as the AB injectors with the exception of the single shot plunger and barrel. However due to them being single shot injectors they flow 160cc. This is due to the way the split shots work. They have a small passage that opens, much like a port in a two stroke engine, that are uncovered that bypass the injection pressure out the side of the barrel instead of out the end through the nozzle. Because of this pause a portion of the travel of the plunger does nothing for injecting fuel so a split shot injects less fuel for the same amount of travel as a single shot.
AD injectors are also split shot but flow 135-140cc of fuel due to a slightly longer plunger stroke. These are found in all late '99-'03 Powerstrokes and T444Es.
AE and AF injectors are essentially the same as AD injectors but were called a long lead injector that was used as an attempt to cure a "cackle" issue many people complained about.
BA, BB, and BC injectors are essentiall all the same and are the same as AC injectors but are found in some DT466s.
BD injectors are the only B codes with the larger 7.1mm plunger and barrel that are single shot injectors. These are the injectors people are usually talking about when they are talking about putting I530E injectors in their Powerstrokes.
BE injectors are essentially the same as the AD injectors but found in some '97-'99 DT466s.
EF, BG, BI, BJ, BN and BP injectors all have basicly the same capacity and are split shots. However the nozzles vary on them depending on application. They can be found in many DT466s and I530Es.
Out of curiosity...how much does a brand new set of ACs cost these days?
I am afraid to ask IH for a quote since I didn't see any defibrillators on the walls....
Postmaster
Joined: Jul 2006
Posts: 4,993
Likes: 2
From: Bend, OR
I would hit up Clay, he can get them.
Post Fiend
Joined: Sep 2003
Posts: 6,096
Likes: 27
From: Mesa AZ
That's a pretty decent price actually...I was thinking a new set was in the $2500-$3000 range but it's been quite a few years since I've looked at prices for new injectors. How time flies...
Post Fiend
Joined: May 2009
Posts: 5,470
Likes: 3
From: Pea Ridge, AR
I linked Clay's prices in my first post of this thread $212.93
Laughing Gas
Joined: Oct 2009
Posts: 831
Likes: 2
From: Vacaville, CA
Larger nozzles- By installing larger nozzles you are makeing the nozzles less restrictive so that more fuel will flow out of them with everything else being the same. Stock injectors with stock programming and larger nozzles will get more fuel out and make more power. Stock injectors only modified to have more fuel capacity with stock nozzles and stock programing will run exactly like stock injectors. In this case the only way to get more fuel out is with a chip to extend the open time of the injector and/or increase the Injection Control Pressure (ICP) to push more fuel out the nozzle. On the same note if you say make a hybrid (installing a larger 7mm plunger and barrel out of a DT466/I530E injector) and leaving the intensifier piston the same will effectively reduce your injection pressure. This less injection pressure will make less pressure at the nozzle and will actually flow less fuel with a stock nozzle than a bone stock injector. So to get the fuel out without a chip you would need larger nozzles.
There is also a point where the stock nozzle just wont flow enough fuel to get the desired amount out in a realisitic time frame. That's why high capacity injectors require larger nozzles to use that capacity.
Codes- All powerstroke and T444Es come with A code injectors. A code injectors have a 6.0mm plunger and a 16mm intensifier piston. What this does is multiply the ICP so that injection pressure is adiquate but not having to have huge amounts of ICP like say in the 20,000 psi range. This difference give you approximately a 7:1 difference and therefore increases your injection pressure 7 psi for every 1 psi of ICP.
All DT466s and I530E injectors are B codes. Of those some DT466s and all I530Es have a 7.1mm plunger, hense more fuel per mm of stroke, with a 17.5mm intensifier piston. This gives you approximately a 6:1 ratio. So no it will not have quite as high of ICP as as the A codes but it's not as bad as it could be. However due to the larger intensifier piston they reqire much more high pressure oil to make the piston stroke the same distance. This is why you need a high pressure oil system with a higher capacity.
Hybrid injectors are taking the 7.1mm plunger and barrel out of a BD code I530E injector and installing it into an A code injector with a 16mm intensifier piston. As you could imagine the down fall is that the injection ratio is dropped to approximatly 5:1 further decreasing injection pressure. However with the smaller intensifier piston it requires no more oil than an equivilant A code yet it flows the same amount of fuel as a B code. The result is much more fuel capacity without the need for more high pressure oil volume.
A codes and B codes can be further broken down as well.
A and AA injectors came in the '94-'97 non-california trucks. They are all 90cc injectors and are single shots.
AB injectors came in the '97 cali, and all early '99 trucks. They are split shot injectors meaning they fire a small pilot shot before the main shot. These injectors flow 130-135cc of fuel.
AC injectors are found in the high torque version of the T444E and do not come in any Powerstrokes. They have the same internals as the AB injectors with the exception of the single shot plunger and barrel. However due to them being single shot injectors they flow 160cc. This is due to the way the split shots work. They have a small passage that opens, much like a port in a two stroke engine, that are uncovered that bypass the injection pressure out the side of the barrel instead of out the end through the nozzle. Because of this pause a portion of the travel of the plunger does nothing for injecting fuel so a split shot injects less fuel for the same amount of travel as a single shot.
AD injectors are also split shot but flow 135-140cc of fuel due to a slightly longer plunger stroke. These are found in all late '99-'03 Powerstrokes and T444Es.
AE and AF injectors are essentially the same as AD injectors but were called a long lead injector that was used as an attempt to cure a "cackle" issue many people complained about.
BA, BB, and BC injectors are essentiall all the same and are the same as AC injectors but are found in some DT466s.
BD injectors are the only B codes with the larger 7.1mm plunger and barrel that are single shot injectors. These are the injectors people are usually talking about when they are talking about putting I530E injectors in their Powerstrokes.
BE injectors are essentially the same as the AD injectors but found in some '97-'99 DT466s.
EF, BG, BI, BJ, BN and BP injectors all have basicly the same capacity and are split shots. However the nozzles vary on them depending on application. They can be found in many DT466s and I530Es.
There is also a point where the stock nozzle just wont flow enough fuel to get the desired amount out in a realisitic time frame. That's why high capacity injectors require larger nozzles to use that capacity.
Codes- All powerstroke and T444Es come with A code injectors. A code injectors have a 6.0mm plunger and a 16mm intensifier piston. What this does is multiply the ICP so that injection pressure is adiquate but not having to have huge amounts of ICP like say in the 20,000 psi range. This difference give you approximately a 7:1 difference and therefore increases your injection pressure 7 psi for every 1 psi of ICP.
All DT466s and I530E injectors are B codes. Of those some DT466s and all I530Es have a 7.1mm plunger, hense more fuel per mm of stroke, with a 17.5mm intensifier piston. This gives you approximately a 6:1 ratio. So no it will not have quite as high of ICP as as the A codes but it's not as bad as it could be. However due to the larger intensifier piston they reqire much more high pressure oil to make the piston stroke the same distance. This is why you need a high pressure oil system with a higher capacity.
Hybrid injectors are taking the 7.1mm plunger and barrel out of a BD code I530E injector and installing it into an A code injector with a 16mm intensifier piston. As you could imagine the down fall is that the injection ratio is dropped to approximatly 5:1 further decreasing injection pressure. However with the smaller intensifier piston it requires no more oil than an equivilant A code yet it flows the same amount of fuel as a B code. The result is much more fuel capacity without the need for more high pressure oil volume.
A codes and B codes can be further broken down as well.
A and AA injectors came in the '94-'97 non-california trucks. They are all 90cc injectors and are single shots.
AB injectors came in the '97 cali, and all early '99 trucks. They are split shot injectors meaning they fire a small pilot shot before the main shot. These injectors flow 130-135cc of fuel.
AC injectors are found in the high torque version of the T444E and do not come in any Powerstrokes. They have the same internals as the AB injectors with the exception of the single shot plunger and barrel. However due to them being single shot injectors they flow 160cc. This is due to the way the split shots work. They have a small passage that opens, much like a port in a two stroke engine, that are uncovered that bypass the injection pressure out the side of the barrel instead of out the end through the nozzle. Because of this pause a portion of the travel of the plunger does nothing for injecting fuel so a split shot injects less fuel for the same amount of travel as a single shot.
AD injectors are also split shot but flow 135-140cc of fuel due to a slightly longer plunger stroke. These are found in all late '99-'03 Powerstrokes and T444Es.
AE and AF injectors are essentially the same as AD injectors but were called a long lead injector that was used as an attempt to cure a "cackle" issue many people complained about.
BA, BB, and BC injectors are essentiall all the same and are the same as AC injectors but are found in some DT466s.
BD injectors are the only B codes with the larger 7.1mm plunger and barrel that are single shot injectors. These are the injectors people are usually talking about when they are talking about putting I530E injectors in their Powerstrokes.
BE injectors are essentially the same as the AD injectors but found in some '97-'99 DT466s.
EF, BG, BI, BJ, BN and BP injectors all have basicly the same capacity and are split shots. However the nozzles vary on them depending on application. They can be found in many DT466s and I530Es.
nice breakdown Joe
Post Fiend
Joined: May 2009
Posts: 5,470
Likes: 3
From: Pea Ridge, AR
With your proximity to BTS I would recommend Brian for your tuning if you went that route.
Hotshot
Joined: Jan 2011
Posts: 18,849
Likes: 179
From: Puget Sound
I am no expert on injectors and and everybody will back me up on this, but I'm buying injectors after the Labor Day weekend and here is the input I've amassed:
You can buy a whole set of remanned ACs or ADs for the same price - about $1100. I have found more than one source of new ACs or ADs for about $1900, HOWEVER - new or used, you need $100 deposit per injector to order them before yours are sent back in. Sending in the old ones does not gaurantee you'll get the deposit back for each injector. If the injector is damaged beyond remanufacture, the deposit may be forfeit - depending on the vendor and on a stick-by-stick basis.
ACs were chosen for the HO444E (high output 7.3L) International engine, but mods would be needed to properly back it up. If you do go with ACs, you don't need a tuner, but you will need to get your PCM flashed to handle single shots - about $25 or $50 plus the down time to send in your PCM. If you go with the bigger nozzles on ACs or ADs, you open up the door to the possibility of overworking the truck unless you have gauges - another expense. To make better use of the added power, you'll likely need more air in and out... you can see where this leads.
If money is really tight and you don't see a mega-truck in your crystal ball, keep it simple and stay with what's worked for almost 300K miles. If you can afford new, they could go the same 300K or more if you do a few inexpensive mods to the truck to protect the next injectors. If you can afford 4 new or 8 remans, I would personally choose the 8 reman approach because imbalance is not a goal in these engines. If you can only afford 4 remans... I've been there and ya gotta do what ya gotta do.
Riffraff Diesel carries the Casserlys and that's about as good as remans get.
You can buy a whole set of remanned ACs or ADs for the same price - about $1100. I have found more than one source of new ACs or ADs for about $1900, HOWEVER - new or used, you need $100 deposit per injector to order them before yours are sent back in. Sending in the old ones does not gaurantee you'll get the deposit back for each injector. If the injector is damaged beyond remanufacture, the deposit may be forfeit - depending on the vendor and on a stick-by-stick basis.
ACs were chosen for the HO444E (high output 7.3L) International engine, but mods would be needed to properly back it up. If you do go with ACs, you don't need a tuner, but you will need to get your PCM flashed to handle single shots - about $25 or $50 plus the down time to send in your PCM. If you go with the bigger nozzles on ACs or ADs, you open up the door to the possibility of overworking the truck unless you have gauges - another expense. To make better use of the added power, you'll likely need more air in and out... you can see where this leads.
If money is really tight and you don't see a mega-truck in your crystal ball, keep it simple and stay with what's worked for almost 300K miles. If you can afford new, they could go the same 300K or more if you do a few inexpensive mods to the truck to protect the next injectors. If you can afford 4 new or 8 remans, I would personally choose the 8 reman approach because imbalance is not a goal in these engines. If you can only afford 4 remans... I've been there and ya gotta do what ya gotta do.
Riffraff Diesel carries the Casserlys and that's about as good as remans get.
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Elder User
Joined: Sep 2011
Posts: 659
Likes: 1
From: Millstone, NJ
I am no expert on injectors and and everybody will back me up on this, but I'm buying injectors after the Labor Day weekend and here is the inoput I've amassed:
You can buy a whole set of remanned ACs or ADs for the same price - about $1100. I have found more than one source of new ACs or ADs for about $1900, HOWEVER - new or used, you need $100 deposit per injector to order them before yours are sent back in. Sending in the old ones does not gaurantee you'll get the deposit back for each injector. If the injector is damaged beyond remanufacture, the deposit may be forfeit - depending on the vendor and on a stick-by-stick basis.
ACs were chosen for the HO444E (high output 7.3L) International engine, but mods would be needed to properly back it up. If you do go with ACs, you don't need a tuner, but you will need to get your PCM flashed to handle single shots - about $25 or $50 plus the down time to send in your PCM. If you go with the bigger nozzles on ACs or ADs, you open up the door to the possibility of overworking the truck unless you have gauges - another expense. To make better use of the added power, you'll likely need more air in and out... you can see where this leads.
If money is really tight and you don't see a mega-truck in your crystal ball, keep it simple and stay with what's worked for almost 300K miles. If you can afford new, they could go the same 300K or more if you do a few inexpensive mods to the truck to protect the next injectors. If you can afford 4 new or 8 remans, I would personally choose the 8 reman approach because imbalance is not a goal in these engines. If you can only afford 4 remans... I've been there and ya gotta do what ya gotta do.
Riffraff Diesel carries the Casserlys and that's about as good as remans get.
You can buy a whole set of remanned ACs or ADs for the same price - about $1100. I have found more than one source of new ACs or ADs for about $1900, HOWEVER - new or used, you need $100 deposit per injector to order them before yours are sent back in. Sending in the old ones does not gaurantee you'll get the deposit back for each injector. If the injector is damaged beyond remanufacture, the deposit may be forfeit - depending on the vendor and on a stick-by-stick basis.
ACs were chosen for the HO444E (high output 7.3L) International engine, but mods would be needed to properly back it up. If you do go with ACs, you don't need a tuner, but you will need to get your PCM flashed to handle single shots - about $25 or $50 plus the down time to send in your PCM. If you go with the bigger nozzles on ACs or ADs, you open up the door to the possibility of overworking the truck unless you have gauges - another expense. To make better use of the added power, you'll likely need more air in and out... you can see where this leads.
If money is really tight and you don't see a mega-truck in your crystal ball, keep it simple and stay with what's worked for almost 300K miles. If you can afford new, they could go the same 300K or more if you do a few inexpensive mods to the truck to protect the next injectors. If you can afford 4 new or 8 remans, I would personally choose the 8 reman approach because imbalance is not a goal in these engines. If you can only afford 4 remans... I've been there and ya gotta do what ya gotta do.
Riffraff Diesel carries the Casserlys and that's about as good as remans get.
I know that you want dependibility and reliability out of your truck just as much as I do. I don't want my truck to be a hot rod, but enjoy the extra power when needed without putting stress on the motor and everything else.
Would like to here what setup you are going with.
Postmaster
Joined: Jul 2006
Posts: 4,993
Likes: 2
From: Bend, OR
I am no expert on injectors and and everybody will back me up on this, but I'm buying injectors after the Labor Day weekend and here is the inoput I've amassed:
You can buy a whole set of remanned ACs or ADs for the same price - about $1100. I have found more than one source of new ACs or ADs for about $1900, HOWEVER - new or used, you need $100 deposit per injector to order them before yours are sent back in. Sending in the old ones does not gaurantee you'll get the deposit back for each injector. If the injector is damaged beyond remanufacture, the deposit may be forfeit - depending on the vendor and on a stick-by-stick basis.
ACs were chosen for the HO444E (high output 7.3L) International engine, but mods would be needed to properly back it up. If you do go with ACs, you don't need a tuner, but you will need to get your PCM flashed to handle single shots - about $25 or $50 plus the down time to send in your PCM. If you go with the bigger nozzles on ACs or ADs, you open up the door to the possibility of overworking the truck unless you have gauges - another expense. To make better use of the added power, you'll likely need more air in and out... you can see where this leads.
If money is really tight and you don't see a mega-truck in your crystal ball, keep it simple and stay with what's worked for almost 300K miles. If you can afford new, they could go the same 300K or more if you do a few inexpensive mods to the truck to protect the next injectors. If you can afford 4 new or 8 remans, I would personally choose the 8 reman approach because imbalance is not a goal in these engines. If you can only afford 4 remans... I've been there and ya gotta do what ya gotta do.
Riffraff Diesel carries the Casserlys and that's about as good as remans get.
You can buy a whole set of remanned ACs or ADs for the same price - about $1100. I have found more than one source of new ACs or ADs for about $1900, HOWEVER - new or used, you need $100 deposit per injector to order them before yours are sent back in. Sending in the old ones does not gaurantee you'll get the deposit back for each injector. If the injector is damaged beyond remanufacture, the deposit may be forfeit - depending on the vendor and on a stick-by-stick basis.
ACs were chosen for the HO444E (high output 7.3L) International engine, but mods would be needed to properly back it up. If you do go with ACs, you don't need a tuner, but you will need to get your PCM flashed to handle single shots - about $25 or $50 plus the down time to send in your PCM. If you go with the bigger nozzles on ACs or ADs, you open up the door to the possibility of overworking the truck unless you have gauges - another expense. To make better use of the added power, you'll likely need more air in and out... you can see where this leads.
If money is really tight and you don't see a mega-truck in your crystal ball, keep it simple and stay with what's worked for almost 300K miles. If you can afford new, they could go the same 300K or more if you do a few inexpensive mods to the truck to protect the next injectors. If you can afford 4 new or 8 remans, I would personally choose the 8 reman approach because imbalance is not a goal in these engines. If you can only afford 4 remans... I've been there and ya gotta do what ya gotta do.
Riffraff Diesel carries the Casserlys and that's about as good as remans get.
AC's and a single tune and your looking at better HPO pressures, better MPG, and a much more fun truck to drive.
Even with 100% nozzles you dont need to change anything, just tuning to match.
EGT gauge is recommended even on a stock truck.
I have yet to sent an injector in that was not covered for core... Out of 5-6 sets...
Lead Driver
Joined: Sep 2010
Posts: 7,793
Likes: 50
You do NOT need any added mods to run AC injectors, thats the joy of them...
AC's and a single tune and your looking at better HPO pressures, better MPG, and a much more fun truck to drive.
Even with 100% nozzles you dont need to change anything, just tuning to match.
EGT gauge is recommended even on a stock truck.
I have yet to sent an injector in that was not covered for core... Out of 5-6 sets...
AC's and a single tune and your looking at better HPO pressures, better MPG, and a much more fun truck to drive.
Even with 100% nozzles you dont need to change anything, just tuning to match.
EGT gauge is recommended even on a stock truck.
I have yet to sent an injector in that was not covered for core... Out of 5-6 sets...
Thread Starter
|
Junior User
Joined: Sep 2003
Posts: 67
Likes: 0
From: Nixa
Hey everyone, thanks for all the valuable input so far, i'm trying to take it all in. And I'm really starting to like diesels more and more, it's amazing how they can be modified compared to gas engines. For now I'm thinking Ill just go with the Casserly reman's. With all traveling we, do mostly interested in MPG and reliability, even though my 9, 10, and 15 yr old would get a kick out of a gauge pillar and all the added performance from the AC tuned injectors. BMX race this weekend in St Louis, next weekend Louisville, Kentucky, weekend after that Wisconsin Falls, Wisconsin, then injector time, thanks again, Charlie
Hotshot
Joined: Jan 2011
Posts: 18,849
Likes: 179
From: Puget Sound
Hey Tugly, are you going with remans or new injectors? And are you getting stage 1's or stock again? I'm assuming your going to go with the Casserlys and ordering from Riffraff?
I know that you want dependibility and reliability out of your truck just as much as I do. I don't want my truck to be a hot rod, but enjoy the extra power when needed without putting stress on the motor and everything else.
Would like to here what setup you are going with.
I know that you want dependibility and reliability out of your truck just as much as I do. I don't want my truck to be a hot rod, but enjoy the extra power when needed without putting stress on the motor and everything else.
Would like to here what setup you are going with.
Sorry Joe, I know how this drives you crazy - but I'm riding this out.
I decided on new because of input from DP and from Joe - they agree with each other on this issue and I just had to sit back and catch my breath. I work with enough hardware to understand firing each of these things 4 times a second on the highway with fuel at 50-55 PSI and oil up to 2800 PSI for 300,000 miles will wear them out. Putting pre-worn parts in there doesn't appeal to me and I've learned OTR trucks can go a full engine life on the original injectors (I read where one driver had the big one mil on his injectors). I want to finish my mods for "injector caressing" and go all new Stage 1s. Bigger nozzles require a bigger fuel system, and I don't want to go there. I really like the idea of having bigger nozzles for the sake of reducing the pulsewidth on the higher HP tunes, but the basic Stage 1s bring up my ICP and I've heard good MPG feedback on this approach. The core deposit is $1200 and that stings a bit, but I believe I'll have the cash for the sticks, the deposit, and the T38R (with room for incidentals) in one hit within a week.
A quote from the vendor "CORE REFUND: All cores will be inspected upon return and core refund will be issued once they have been inspected and are considered useable. We have had several sets recently where owners have been running Veggie Oil or some type of Bio-Diesel that has not been filtered or conditioned properly and this has created a situation where the fuel side of the injector is un-useable."
Lead Driver
Joined: Sep 2010
Posts: 7,793
Likes: 50
A quote from the vendor "CORE REFUND: All cores will be inspected upon return and core refund will be issued once they have been inspected and are considered useable. We have had several sets recently where owners have been running Veggie Oil or some type of Bio-Diesel that has not been filtered or conditioned properly and this has created a situation where the fuel side of the injector is un-useable."
Elder User
Joined: Sep 2011
Posts: 659
Likes: 1
From: Millstone, NJ
I looked hard at Riffraff, but his package deal included some stuff I already have. I thought about itemizing what I need, but he doesn't supply the tunes. If I order from DP Tuner, I pay slightly more for the hardware, but I really save on the tuning because DP throws that in for free. If I had one or two tunes - big whoop, it doesn't really pencil out. I have 8 running tunes... that's a real expense if I go any other way.
Sorry Joe, I know how this drives you crazy - but I'm riding this out.
I decided on new because of input from DP and from Joe - they agree with each other on this issue and I just had to sit back and catch my breath. I work with enough hardware to understand firing each of these things 4 times a second on the highway with fuel at 50-55 PSI and oil up to 2800 PSI for 300,000 miles will wear them out. Putting pre-worn parts in there doesn't appeal to me and I've learned OTR trucks can go a full engine life on the original injectors (I read where one driver had the big one mil on his injectors). I want to finish my mods for "injector caressing" and go all new Stage 1s. Bigger nozzles require a bigger fuel system, and I don't want to go there. I really like the idea of having bigger nozzles for the sake of reducing the pulsewidth on the higher HP tunes, but the basic Stage 1s bring up my ICP and I've heard good MPG feedback on this approach. The core deposit is $1200 and that stings a bit, but I believe I'll have the cash for the sticks, the deposit, and the T38R (with room for incidentals) in one hit within a week.
A quote from the vendor "CORE REFUND: All cores will be inspected upon return and core refund will be issued once they have been inspected and are considered useable. We have had several sets recently where owners have been running Veggie Oil or some type of Bio-Diesel that has not been filtered or conditioned properly and this has created a situation where the fuel side of the injector is un-useable."
Sorry Joe, I know how this drives you crazy - but I'm riding this out.
I decided on new because of input from DP and from Joe - they agree with each other on this issue and I just had to sit back and catch my breath. I work with enough hardware to understand firing each of these things 4 times a second on the highway with fuel at 50-55 PSI and oil up to 2800 PSI for 300,000 miles will wear them out. Putting pre-worn parts in there doesn't appeal to me and I've learned OTR trucks can go a full engine life on the original injectors (I read where one driver had the big one mil on his injectors). I want to finish my mods for "injector caressing" and go all new Stage 1s. Bigger nozzles require a bigger fuel system, and I don't want to go there. I really like the idea of having bigger nozzles for the sake of reducing the pulsewidth on the higher HP tunes, but the basic Stage 1s bring up my ICP and I've heard good MPG feedback on this approach. The core deposit is $1200 and that stings a bit, but I believe I'll have the cash for the sticks, the deposit, and the T38R (with room for incidentals) in one hit within a week.
A quote from the vendor "CORE REFUND: All cores will be inspected upon return and core refund will be issued once they have been inspected and are considered useable. We have had several sets recently where owners have been running Veggie Oil or some type of Bio-Diesel that has not been filtered or conditioned properly and this has created a situation where the fuel side of the injector is un-useable."
In the future, I'm going to end up getting new Casserly Stage 1's and the 38R. I'm pretty sure I'll have all of the other supporting mods done and will be plenty power for there to be a nice grin on my face.
Hopefully you could start a thread when the time comes to put those extras in the truck. Would like to hear how it goes.