your set up plus dyno numbers 12 valve only.

It was supposed to be 75/84 1.10. Timing is 21 If I remember correctly.
The .83 on the 62 is hurting me so that might go to a .90 when I put a 80/96 1.32 on it.
 
I had the turbos on a less mild setup then found out they were too small once I got the motor built, so now I'm going to change the turbo(s) and pump to get the power it should be making. Live and learn.
 
12vfummins said:
I had the turbos on a less mild setup then found out they were too small once I got the motor built, so now I'm going to change the turbo(s) and pump to get the power it should be making. Live and learn.
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What's the goal? the long block sounds like 1000+ high rpm no low end engine
 
750-850 streetable truck. Only drive it spring-fall. It's a fun truck now spooled up great, just want more out of it.
 
IIRC, won't bigger lines lower timing a hair as well, with the extra volume to pressurize before popping the injectors?

And what rpm was that 550? That tq number being almost double is makes it sound like it spooled nice and early, and died out up top.
 
12vfummins said:
It flatlined the 3 times we ran it but stayed a consistent 550
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Did the curve look like the sheet I'm attaching to this post? On the graph I'm attaching my trucks HP came up good than really flat lined,did not change for 1300 rpm. Turned out that my throttle cable had either stretched or the foot pedal got bent and was not allowing the pump to go to full fuel. Acted just like a throttle stop.

With all you have in your long block the 550 number is very low 700hp has been done with the same turbo set up you have with less motor work. I would guess that you have a simple issue like I did that is limiting your fuel output.
 

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Hmmmm. Well that might make sense! I'll have to look into that. That would be nice if it were something simple because it's either that or something expensive like how this whole diesel performance thing goes!! Thanks for the info
 
Re-read the questions in my post, and also, what boost numbers from each turbo, assuming mostly stock head, pipe size, and ic.

No offense, but I'm drunk, and not sure if you already answered all my stuff.
 
Hopefully I will be getting my truck on the dyno soon once I get the charger back on and bump the timing up to about 20-22*. I'm excited how the new setup works with the cam and the S369SXE. I just hope the 5x.014s is enough fuel.
 
We just ran a 98' 3500 dualie long bed extra cab 12v over the weekend it did 455 HP 1021 TQ uncorrected at 5700' elevation on our Mustang MD-1750.

180 HP factory pump, stock DV's, 24* timing, AFC LIVE stage 1, Budget Builder 5x014" VCO 145* injectors, Austin Tate built 62mm HX35, wastegated to 42-45 psi max.

We had to cut the fuel back to around 80 to 85% for the best numbers using the AFC LIVE. It made more power the higher we wastegated it, but didn't want to blow up the customer's new turbo.

What's best, is the "older" gentleman reported his previous best MPG of all time was 18.6 MPG since buying the truck brand new in 1997 even with the DDP 2 injectors and advanced timing, after tuning and the new injectors, he reported 19.6 MPG on his drive back to Arizona. All we can figure is getting the 145* spray pattern down in the bowl vs. 155* on the edge of the bowl picked up his mileage.
 
Big Blue24 said:
We just ran a 98' 3500 dualie long bed extra cab 12v over the weekend it did 455 HP 1021 TQ uncorrected at 5700' elevation on our Mustang MD-1750.

180 HP factory pump, stock DV's, 24* timing, AFC LIVE stage 1, Budget Builder 5x014" VCO 145* injectors, Austin Tate built 62mm HX35, wastegated to 42-45 psi max.

We had to cut the fuel back to around 80 to 85% for the best numbers using the AFC LIVE. It made more power the higher we wastegated it, but didn't want to blow up the customer's new turbo.

What's best, is the "older" gentleman reported his previous best MPG of all time was 18.6 MPG since buying the truck brand new in 1997 even with the DDP 2 injectors and advanced timing, after tuning and the new injectors, he reported 19.6 MPG on his drive back to Arizona. All we can figure is getting the 145* spray pattern down in the bowl vs. 155* on the edge of the bowl picked up his mileage.
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WOW! That is impressive! What do you think it would have made at or around sea level?

I know it is a guess, but I was just wondering.
 
349/789 dynojet, 16*, 026 dv, racked barrels, 5x.010, pusher pump, 160 pump, rebuilt and ported he351. Truck was picking up 10 hp every pull. but they limited me to 3 pulls. Now I have a 180hp pump, 19* timing and I swapped the gears from 4.10s to 3.54s
 
I need to get mine to a Dyno in the spring. Would love to break the 800 mark


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Dynoed it before with an unbenched 160 pump at 21*, 5x18s, 024s, airdog 150 at 40psi, cam, 60lb springs, 0 plate, and a II silver 64 (64/74-14) gated at 40lbs and did 518/907 uncorrected in 3rd gear.


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AHall said:
Anyone have some sxe 66 or 69 data?
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We are going to start testing several different flavors of SXE here in the next week or so on our shop truck 12v aka Oscar.

We ran a 2006 megacab last week with 100% stock setup when the customer arrived other than a 4" Exhaust System. He left with an S369sxe w/.80 wastegated T3 housing, PDD 850 HP tranny, and the customer sourced his own tuning: EFI by Ryan (Hardway) tuning.

The best pull was 537.4 HP and 1081 TQ uncorrected here at 5700'. The customer did not have gauges and it was late when we got everything buttoned up and on the dyno so we didn't even rig up a temporary EGT gauge or boost gauge. :evil
 
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