Bigchevy383
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Which can be replaced with studs, which can handle more cyl pressure. (Course the HG becomes the weak link.)6CTA8.3 uses head bolts.
You can get a rough idea of timing based on sound. But underway these trucks are so noisy that it might be difficult to hear them.Yes, exactly. The head bolts make a distinct sound as they pop thru the hood.
I mean the cackle (clatter) as you hit the pedal from idle.
Got to disagree with you on the weight of rv versus mv most of the rv's with an 8.3L are huge, no way they weigh less than my 931A2.Need to consider you're making a apples to orange comparison. There's weight differences between an RV and MVs. As well as a greater difference in driveline mass.
Good point about loosing power on the low end of the operating range when advancing timing. Maybe it's set to 8deg for emmissions, and advancing it won't have any negitave effect on performance.
Seems like a bunch of us have turned up the fuel rate, now we're going to move on to advancing the timing, next will be turbo and injector upgrades and so on. I'm thinking we have plenty of scattered motors amoung us by the summer, and will be discussing performance rebuilds or swapping in "bigger" power.
By the way, My old jaloppie of an RV outweighs my 923.
Ive been looking at upgrading the turbine and compressor wheel in the hx. I'm ready to follow your tutorial on the timing...!Yep yep. I'm waiting until I have my EGT installed, so we can actually quantify if EGT's are reduced. I also want to try to do a timed acceleration run on a marked or otherwise known portion of road to be able to have more than a "feels better" opinion. The RV guys says it really helped their fuel economy most, and then other add on's took better hold because the engine ran more efficiently.
wuss.Go first. Take pics.
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