I have been toying with upgrading my stage 2's to either a hybrid or B codes injectors. Maybe someone can tell me the big differences?

 

Other than a huge increase in HP, what else do you want to know????

Best bet is ditch the PMR's and build a bottom end that can take that power.

 

Yep, best bet is to get the engine built. Girdle, main studs, billet rods, head studs, push rods, valve springs, and then you'd be able to support, oh lets say, a mere 450-500hp unless you really turn the fuel up. For that price it's more economical to just pull the engine out, sell it, and use that money to put a Commonrail Cummins in....wonder why so many people are doing it....


JTharvey is, that's because with a set of detuned B codes on stock forged rods, he threw a rod... mmm OUCH.

 

Here's some info on injectors from the folks on PSN. Might need a cup of coffee (or 3) and read it 3 times to fully digest it. But, like said above, you are already pushing it with the stock PMR's.

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.

 

That was a hard read, but I feel a little more informed.

 

That is some good info..

I don't have PMR's though.

 

Wait once you do all thoes up grades what is holing you at the 500 HP mark?

 

So you have swapped out your stock rods for some earlier FMR....................... or with something better?

 

A few things, but it all centers around the HEUI fuel system. Compared to the common rail engines (both Cummins and Duramax) the injectors are slow to react, there's a lot of mechanical things happening inside that injector which CR's don't have to deal with. You're also limited by the electronics right now. Guys are working on overcoming the problems with both the injectors and the electronics, but who knows when it will be publically available, how much it will be, and how much of an improvement it will really be.

The other thing to worry about are the hard parts in the engine itself. Those that have pushed it to about 600 HP seem to be holding up ok if the engine has a girdle, but some have broken cranks at levels around there. It seems like it's always something when you get up around and over 500 HP. First it was the rods, then it was the block, now cranks are being broken.

You just gotta ask yourself how much you're willing to spend to make a 7.3 have big power (ie - over 450-500 HP), because it can be done, but it's expensive. FWIW, it's costing me less to build a 600+ HP Cummins and put it in my truck than it would have for me to build a reliable 500+ HP Powerstroke -- and that includes the cost of the Cummins engine.

 

awesome cummins progress pics!

 

you're all set to rock & roll then.....

Where are you in TX? In OCT the NTxPSA is having there annual get together...... http://www.northtexaspowerstrokes.com/rally.html

 

You dont???

 

No, I have an motor out of a 99.

 

Well at least u upgraded your motor!!!!

 

Doodie, csipsd hates the GTP38R so you are sucking from the get go. Just know that I don't have the confidence to go any further with mine than I have, even if I had forged rods because I fear the crank or the block would fail. I don't intend to push it any further, even with girdle and studs and whatever you care to say. Not worth it.

Jeremy, looks like you are getting real close to dropping it in. What is lacking? Cool pics.