No hurt feelings here at all, I know it was in good spirits as I'm the newb here and none of us know what exactly each other knows. Ya know? This 10 post rule before posting links or pics is a pain, I have some things to share that I'm sure put us all on a closer page 🍺
Good to hear others are running huge injectors and they're still driveable. Once p pumped 5.9's get over ~550-600hp they are a turd to drive around anytime you're not at 100% throttle in the boost. I don't think my power goal is out of this world, 1.88hp/cube isn't an outlandish figure for a turbo diesel with modern technology parts being added into the equation.
No worries man, I know you're being helpful which I greatly appreciate. I'm on a lot of different forums and there's some real arse holes out there that refuse to help anyone for absolutely no reason.
I've been reading as much I can find on the valves and floating, I know Sharfer was having some issues between 3500-3800rpms if I recall correctly. I plan on picking up 1 of each of the stiffer springs and popping them on a spring tester to get some real numbers. I'll post up the results of course. Running 2x speed on the valve train certainly makes things interesting. But man does it look cool idling with the valve cover off!
I wasn't denouncing the factory head bolts, a 5/8" bolt is nothing to scoff at. I'm just extremely accustomed to using upgraded hardware throughout on a motor build as cheap insurance. Ever since I had a factory rod bolt fail and cause a stage left exit, I'll happily pay a few extra $$ on better hardware in the beginning to never have that happen again. I was 2000 miles from home on dec 23rd when she let go idling at a traffic light.
Dang, 1hp/cube is very high for a factory motor. The 140 in N140 means 140cc of fuel per 1000 injections right? Just making sure it's in the same lingo as the rest of the diesel world. If those 7105's are one step above, that's a much lower fuel delivery rate than I was expecting for the "big boys" of the lineup. My little 12mm VE pump with the 5x.013 nozzles is running at 290cc/1000 strokes on my compound turbo tdi and I have just a light haze at full song.
The old Jimmy's are definitely a unique breed! That's the entire reason one's going in my old chevy
. There's a handful of Fummins and Chummins running around my neck of the woods, but no screamin' demons.
The old t04b's aren't the worst turbo out there, but new turbos are so much more efficient and responsive. The new borg warner EFR's are amazing. Pricey, but you get what you pay for. The more efficient your turbo is, the lower your IAT's will be, the less boost you need to make X power. I know the 4 stroke mods don't directly translate over, but air and fuel are still the keys to efficient power. My wagon with 3500lbs in tow going up a 6% grade at 3Krpm and 70mph sits at 45psi boost and 875*F egt's. That's 7000lbs being pulled by a tiny 1.9L diesel and it's completely happy due to the insane amount of airflow mods I did.
Research and saving money is why I'm here! As I said before, I have enough knowledge to be dangerous, but by absolutely no means an expert. I learned a long time ago it's cheaper to ask for help than to be stubborn and drive in circles.
The only DD truck I've ridden in is my friends 87k30/56 bodied 6v53 with twin parallel turbos and large intercooler. On the chassis dyno it was 390whp and 1190tq with N90's. It certainly scoots! But you can feel how heavy that motor is. I'm after the same power level with 500+ less pounds hanging off the front. The truck right now has ~380hp with the 383 gasser, detuning isn't an option
