74M35A2
Well-known member
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- Livonia, MI
Hey nevr, I think you list marine injectors for sale, and I'd be up to a marketing trade. Donate the marine injectors, and I'll install them in my M925A2 and post timed performance run results, back-to-back done on the same section of road. Diesel performance sites shun using marines in non-marine engines due to producing a smoke haze and incorrect spray pattern for the non-marine piston (potential cylinder wall washing?), yet I wonder if there is any truth in that.
What would the difference be between turning up an MW pump, and changing injectors? I would think if one turns their MW pump up to the recommended safe 1250F max limit, then adding even more fuel via marine or larger injectors, or using a P7100 pump, could not yield further benefit, it would just drive the temperature higher. Disclaimer, I have yet to fully understand the correlation here. Obviously adding more air allows one to add even yet more fuel. Am I wrong in assuming that you would eventually change over to a P7100 and/or different injectors once the MW fuel rate can not be turned up any further? I'm guessing that is the correct path, and at that point, ditch the coolant filled, restrictive engine mounted aftercooler, and change over to a radiator mounted air-to-air intercooler.
I actually also want to quantify the air cleaner modification. Idea is to put a precision vacuum gauge and recording equipment on my 9 by using a car MAP sensor, and then record the highest level of vacuum trying several different air mods, such as removing the intake mushroom and the top of the inlet snorkel, run with no air filter, run with stock air filter, and run with the slightly smaller diameter air filter that appears would allow full usage of the filter element. Then we will know where the bottlenecks are.
What would the difference be between turning up an MW pump, and changing injectors? I would think if one turns their MW pump up to the recommended safe 1250F max limit, then adding even more fuel via marine or larger injectors, or using a P7100 pump, could not yield further benefit, it would just drive the temperature higher. Disclaimer, I have yet to fully understand the correlation here. Obviously adding more air allows one to add even yet more fuel. Am I wrong in assuming that you would eventually change over to a P7100 and/or different injectors once the MW fuel rate can not be turned up any further? I'm guessing that is the correct path, and at that point, ditch the coolant filled, restrictive engine mounted aftercooler, and change over to a radiator mounted air-to-air intercooler.
I actually also want to quantify the air cleaner modification. Idea is to put a precision vacuum gauge and recording equipment on my 9 by using a car MAP sensor, and then record the highest level of vacuum trying several different air mods, such as removing the intake mushroom and the top of the inlet snorkel, run with no air filter, run with stock air filter, and run with the slightly smaller diameter air filter that appears would allow full usage of the filter element. Then we will know where the bottlenecks are.