I got as far as the first sentence and just wanted to point out in my humblest opinion, you are an idiot. Now i will continue to read, laugh some more, and will surely edit to point out more of your flawed thinking.

Well i wasnt dissapointed. Ive tried to point out the obviousness in your errored thinking before. Lets start with efficiency. 2.2hp / cc injected for cummins, 2.3-2.5 for dmax / psd 2.6-2.7 for a 7.3 idi, not sure what the detroits do, but im curious. theyre also a little more efficient with the air. I know you have a hard on for direct injection, thats fine, buy one, drive it, dont bother me (why are you on the idi board in the first place...?) Just because you have convinced yourself of your opinion doesnt mean you can run around stating it as fact.

Low compression IDIs (havent had one myself, yet), start easier than factory compression because they turn over so much easier and faster, say both people i know with heavily milled 7.3s.

FYI, they have high compression because theyre NA... really not that hard to put together. Another example is the 3208, NA 19.5:1 CR turbo 16.5:1

Remind me how many "lightly modded" DI engines are throwing down 600hp, oh, right... NONE because at minimum youre into turbo(s) and injectors.

My old boss has a 7.3 psd, had bigger injectors, chip, intake, and exhaust, lays down right at 300whp. That is heavy-light modding IMO. A light mod is turning the pump up on a 5.9 or 6.9/7.3. Even then 300hp is as much as you can squeeze out of a hx35, which i will concede is more than what a stock idi turbo will throw down.

The only thing you have even close to right is thermal loss through the head, even then youre wrong in your point. Yes the pre-cup has a large surface area that absorbs alot of heat.... real similar (and smaller) than the bowl in a DI piston... which absorbs even MORE heat, because larger surface area and aluminum.

"minor boost" yea, because 50+psi of boost is minor, especially on top of 21.5:1 compression making close to or over 600bhp with such EXTENSIVE mods as injector pump and nonintercooled turbo kit and, oh wait.... thats it.

Mountain of money he says... i forgot DI injectors grow on trees, and you can pick up compound turbo kits, dual pump kits, HO hpops and the like off the street corner for pocket change.

Its easier to play with DI to the extent of plugging in a chip. From there on its cheaper and easier to play with an idi. I already know, to rebutt youre going to say something to the extent of blah blah blah, 1000hp, something something DI, boner for Cummings, you port heads and vodoo whitchcraft and denial make idis inferior. Youre sitting high and center of the bandwagon, take your long block cummins and build it instead of trying to troll the idi boards. If you insist on continuing, please go to oilburners, they dont mind. In fact, i think they promote it.

Wrong again on the cylinder pressure. Sure static compression will be high due to the compression and stock cam characteristics, however in the real world, being IDI is alot easier on the engine due to the slower ignition offered by the pre-cup (why idis are quieter) therefor providing for a nice cushion as it were for the piston.

Headgaskets are simply a matter of poor placement, and in the case of the 6.9 too small of fasteners. Both for the 6.0. I have no idea where you came up with "gasser" headgaskets on a 6.0....

 

Makes since. I, personally, think that once you get to a certain/adequate HP # on a diesel you start getting into the "diminishing return" area really quick. That is simply because HP is a mathematical calculation of torque at a given RPM. Since diesel engines are much more RPM limited, to increase HP you have to add torque. That torque starts to become unusable past a certain point due to the next weakest link in the chain.....such as traction ability.