Looks like I'm going to have to go to school to figure all this out... Doing research when your on a time crunch can be frustrating. I sure do Thank you guys for trying to clear things up

 

Excellent post Pocket - thank you and I owe you a beer or 2 if we should ever cross paths.....

 

Ah... there it is. International Harvester selected the AC 160 (stock) injector for the T444E HO (High Output) engine. The 7.3L Powerstroke is Ford's version of the T444E. The IH engineers felt all warm and fuzzy about the AC 160 in their engine, so that was good enough for me. Remember, more power is inversely related to longevity... so I decided to keep it humble. For being humble, it's still a beast.

Whatever happened to milehi_350?

 

I have seen this before did not know what it meant at the time

Glad we learn fast..!

 

So basically a 200/30 leaves a lot of fuel in the injector because the 30% nozzle cant get the fuel out in time?

 

Which is still the case for a couple aftermarket (and big-name) tuning companies.

 

IIRC I've had Swamp 175/146 SS installed since the Fall of 2007 at somewhere around 80-90,000 miles. I'll try to dig up when it actually was. But that puts me in the ballpark of 70-80,000 miles on this setup.

edit: the Swamps injectors I bought are reman's.

Tony Wildman's website is https://www.totaldieselperformance.com

Haven't heard of Tony Wildman yet? - well just turn on the speed channel or browse around a few issues of Diesel Power mag......He's been tuning about as long as the rest of them, except for Bill with PHP who IIRC started it all. Tony is great and I'm very thankful that he has used my pick-up to test/run some of his tow programs over the years. I have learned allot from him.

I have not had to be "live tuned" with this setup. I talked him into it once and after driving around for a while all he wound up changing was the shift to OD from 45 mph to 50 mph. Then about a year later he updated my tunes with a tow program that downshifts the tranny from OD to 3rd while keeping the TC locked to @ 35 mph. I like it - No more just relying on brakes to slow the ship down.............

The only problem I see (using my setup in higher elevations....milehi_350) is the van turbo. Even though is is a great turbo for the $, others have posted on PSN & other sited that at higher elevations the Van turbo with the bigger 1.15 housing isn't a great choice. Now the H2E is alot more $, but boy would I like to have one. Someday.........

 

As far as Turbos go Ed - being that you have any early 99 you might want to consider Ryan Beans Dominator...............less than 1/2 the $ than the H2E.

Early 1999 Power Stroke BDP Dominator 66 Turbo w/ Billet Compressor Wheel

 

Correct.

And trying to squeeze out all that fuel gives you smoke and skyrocketing EGT's.

I plead the fifth.

 

Hey before I forget Milehi_350:

Your lucky - you hit the lottery. Some great folks in your neighborhood/backyard!

Check out Colorado Power Stroke Club......Talk to Pocket, Shay B, Rocky........You can't go wrong with that group!

Colorado Power Stroke Club - Powered by vBulletin

or just stop by Rocky's in Fort Lupton......

Rockin 'S' Diesel - Home Page

 

Two might be my limit






(that's not me btw)

 

That's it in one sentence. Now... the AC 160 with a stock nozzle can barely drain at high RPMs - but it still gets more fuel in there faster than a stock split-shot injector. The 160/Stock leaves a little power on the table if you're racing... so they started coming out with 30%, 80%, and 100% nozzles for the AC 160. The 100% is the nozzle that gets the job done at just under 3 milliseconds of fueling per event (at WOT/high RPM).

In all my staring at data, when the RPMs are in the neighborhood of 3000, 3ms seems to be this line on a Fuel Injector Pulse Width gauge that we would call "redline". You can go past it, but nasty demons lurk on the other side of the line - like high EGTs, torque falloff, and smoke out the exhaust. High FIPW is just fine at the lower RPMs... the cylinders are turning much slower, and it's the firing event in relation to the cylinder position that matters. I'm not talking about "timing" per se... timing is like pulling a gun trigger on gasser, but it's like pulling a Windex squeeze trigger on a diesel. Instead of spark, you have Start Of Injection... but the injection keeps coming as the cylinder moves. If the injection cycle isn't done by a certain point in the down-stroke, the benefit of more fuel diminishes.

Think of it - later in the combustion cycle of the 4-stroke, the cylinder is moving away from the "fuel blast"... so fire is chasing the cylinder instead of pushing it. Now... add the fact that a retreating cylinder also quickly reduces compression - compression and heat being the combination necessary for complete combustion. All fuel arriving late to the combustion party just gets the table scraps of compression and heat. At a lower RPM, time is in your favor... you get more torque from a longer pulse width - this is where the a big capacity on an injector shines. When the hill gets too steep, you need to downshift , bringing up the RPMs - and this is where the bigger nozzle shines.

 

Good info!

Question for the knowledgeable. Does a bunch of fuel down low in the rpm range create unsafe levels of torque? For the rods (more so PMR's) and subsequently the driveline?

I've towed a 12-13k horse trailer a LOT of miles, and there are very few times when the engine is buzzin' along at 3k rpm. More time is spent from 2k to 2.5k rpm. Rollin down the road, a slight grade appears and you just grunt your way up. If it becomes too much then you get a down shift.

 

Dangerous power is the purview of someone other than I. I have learned this: Air, air, and more air - then fuel. You can put too much fuel in there and you get heat and smoke... and it's not hard to put too much in. I put in a big cold-air intake, an upgraded turbo that spools quicker (38R), and a 4" exhaust to get the air outta there quicker - this did a lot for clean and cool power. Of course I blew the seal on my intake manifold and my CAC boots failed, so factor that into the expense of more air.







A small bump in power puts permagrin on your puss, and a big bump in power brings this:

 

Great info guys thank you. My biggest issue is gonna be tuning. Sounds like its the biggest variable in the equation. I'd rather not get the truck tuned via email but need to explore options. This will be the most important part in my decision on injectors. As far as the turbo goes, I read that the 38r will suit my goal for the truck but again the t4 setup would be nice for down the road. I might search for a forged rod engine and like the options I would have with a t4. I need to do more research on turbos. Like what's best for the low rpm range for pulling the grades around here.