Just another "impossible" build
Lead Driver
Joined: Apr 2008
Posts: 6,945
Likes: 13
I understood that to be a given, my point was a cummins will start alot easier than a PSD or a dmax as well. Beyond that our equiptment (tractors and semis) will start when its -20 as long as the fuel isnt gelled.
Senior User
Joined: Oct 2006
Posts: 186
Likes: 1
My '94 will start @ -25F. I don't really see the need for an intake heater. If all the parts of the system are working together 100% it is my opinion that they will probably always start as long as the fuel is liquid.
-Batteries
-Battery terminal connections
-Battery cables
-Starter
-Glow plugs
-Glow plug controller
-Glow plug wiring
-Compression
As long as all these are tip top, I personally don't have any trouble in the cold.
-Batteries
-Battery terminal connections
-Battery cables
-Starter
-Glow plugs
-Glow plug controller
-Glow plug wiring
-Compression
As long as all these are tip top, I personally don't have any trouble in the cold.
Lead Driver
Joined: Apr 2008
Posts: 6,945
Likes: 13
My '94 will start @ -25F. I don't really see the need for an intake heater. If all the parts of the system are working together 100% it is my opinion that they will probably always start as long as the fuel is liquid.
-Batteries
-Battery terminal connections
-Battery cables
-Starter
-Glow plugs
-Glow plug controller
-Glow plug wiring
-Compression
As long as all these are tip top, I personally don't have any trouble in the cold.
-Batteries
-Battery terminal connections
-Battery cables
-Starter
-Glow plugs
-Glow plug controller
-Glow plug wiring
-Compression
As long as all these are tip top, I personally don't have any trouble in the cold.
IMO the intake heater is better than GPs because there is only one and it heats the whole intake not just the cylinder... well pre-cup in fact.
Thread Starter
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Senior User
Joined: Jun 2012
Posts: 282
Likes: 0
Well it's official, I've put about a thousand miles on the new motor, can't take it anymore and broke down. Ordered an s366 today, gauges, some more sch. 40 for manifolds, tracked down a zf6 and t case for $1300(found one for $650 for both but obviously was sold before I could get it) and in the next two weeks when parts are coming it's going back under the knife. This time for good(haha yeah right).
Thread Starter
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Senior User
Joined: Jun 2012
Posts: 282
Likes: 0
Right now I am just running a dps turbo cal, hoping to get my hands on something a little more in the 180 range. Yes I am running the stage 1 but also have .040 off the pistons.
Lead Driver
Joined: Apr 2008
Posts: 6,945
Likes: 13
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Senior User
Joined: Jun 2012
Posts: 282
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Nice. It should make some power when all is said and done. I know it is NA still but how is the power with it NA and that much lower compression from the pistons and cam? Probably slightly more sluggish I would assume. I'm sure the turbo will liven it up though. I'm pretty stoked to see the s366 on your setup with more fuel. Nobody has run a turbo that big with that much fuel before.
I am looking forward to the turbo and fuel, pulled 20,000 today and it just needs more to be able to do it efficiently. As far as the fuel is concerned, that could take some time before I could get my hands on something with 180ccs.
Lead Driver
Joined: Jan 2006
Posts: 6,267
Likes: 5
Just a non-idi smart question, but doesn't the injector spray inside the combustion chamber?
So if you cut back compression, is it going to burn it as efficiently?
I mean, is the combustion gonna have trouble getting into the rest of the compressed air that isn't in the combustion chambeR?
So if you cut back compression, is it going to burn it as efficiently?
I mean, is the combustion gonna have trouble getting into the rest of the compressed air that isn't in the combustion chambeR?
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Senior User
Joined: Jun 2012
Posts: 282
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Technically no. That's the indirect injection part. Less compression does however mean lower efficiency, I feel that I mostly could not tell a difference from the original engine because the original engine was utterly shot.
Senior User
Joined: Feb 2012
Posts: 445
Likes: 6
From: western Oregon
Decompressing the engine allows for more aggressive turbo pressure. When you turbo charge the engine you increase compression by forcing air into the cylinder before it compresses the air. Adding a turbo to a High compression diesel engine Like the IDI you create to much supper heated air pre combustion and this makes for High EGT's at lower fuel levels before you add more fuel to increase power. Balancing the compression to the turbo makes for better performing engine at higher power (Fuel) levels.