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Same Q. here!....................... If the LDS IP and injectors deliver that much more fuel, what keeps the LDS from melting down?..................
G.
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Same Q. here!....................... If the LDS IP and injectors deliver that much more fuel, what keeps the LDS from melting down?..................
I haven't had time to search it out myself in the manuals, but there has to be a difference that is permitting more air into the engine. With out more air to add to the extra fuel it would be know different then a turned up LDT, and we all know there is a difference. It would also create more exhaust temp and be prone to melting down the engine. I am wondering if the original LDS cams in the engines are the same as the replacement. Gooberment may have only wanted one replacement p/n to make it GI proof. Just because they will fit in the same engines and work, doesn't mean the lobe specs are the same. It also could be a cam timing issue as well. If the cam timing gear p/n is different on a LDS, that could be an indicator.I'm still not buying the whole IP/injector deal on the LDS. I know they're different but can they really make that much more power? You can melt down a LDT with the factory fuel pump and injectors. If the LDS IP and injectors deliver that much more fuel, what keeps the LDS from melting down?
I'm begging someone to prove me wrong on this. It's just with my knowlege of the LDT and diesels in general, I don't see it. Am I missing something?
i believe this is consitent with everything that i've learned and read about modifying diesel performance.I'm still not buying the whole IP/injector deal on the LDS. I know they're different but can they really make that much more power? ...
Sounds like the only waybto know for suresomeone - put an LDS-tuned IP and injectors on an LDT and see what the results are.
Travis, You may be onto something. Somebody give me a LDS IP and a set of injectors and I'll try it out .i believe this is consitent with everything that i've learned and read about modifying diesel performance.
what i've learned is that fuel rate is a very simple measurement that estimates and defines power ratings but is not necessarily a defining characteristic of power delivery. changing injection pressure, fuel delivery velocity, injector orifice (and maybe even spray pattern), and dynamic injection advance all have a tremendous affect on diesel characteristics. most notibly, each of these have a large effect on combustion and resulting EGTs.
simple example, 5.9 Cummins: take a 215hp injection pump and injectors and put them on a 160hp block (with identical static advance, cam, rotating assembly, heads, turbo, IC, etc) and you now have a 215hp engine. except it isn't just the fuel ratings that are different: the changes in the plungers/barrels, IP cam lobe, internal retard/advance mechanisms, injector springs, and injector orifice size have all contributed to completely changing the fueling characteristics as well as power delivery at different rpms and, most importantly, egt control. both 160hp and 215hp engines will run to 1200°F WOT uphill in stock form - but one is deliverying 35% more power on the same hardware.
that's why i said you'd need a bench to acurately measure the differences between the pumps and injectors to truly fill in the unknowns. this would also be why you can get similar power of an LDS out of a 'turned-up' LDT but you can't get the same heat control; because you haven't changed the other variables.
someone - put an LDS-tuned IP and injectors on an LDT and see what the results are.
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