IP Help

[718Pinz]

Hello everyone. I have an issue and I need a little help. I have a truck with a D24T in it that I have been having hell trying to get running correctly. It was pretty slow and under powered, so I decided to do something about it. I did head Studs, “super pump”, injectors (higher pop psi), IC, and turbo.

As I said, I have been having a hell of a time getting it to run properly. I figured that, since the only parts I put on it that were not new were the injectors and the IP, I would take them out and have them gone through and rebuilt. The injectors came back just fine, but not so much luck with the IP.

The IP was mostly ok. They found that it was fueling at about 29% more than needed, and the timing was off. They reset everything back to the top of spec. When I asked what I should be able to expect from those settings, they said 89 HP!!! Does this sound right?

I have attached a photo of the numbers on the pump, in case that is needed.

Thanks,
Phil

[ngoma]

What does "super pump" mean?

And what HP measurement are they using? Greenbook shows 106 HP SAE, 108 HP DIN for US/Canada spec, 109 HP DIN others for D24T stock, with standard (not "super pump") IP and standard injectors. Again, that is for D24T, not D24TIC.

[v8volvo]

In addition to the questions above, here is another:

When you say "getting it to run properly" what are the problems are you running into? Is the issue that it isn't making the power that it should with the upgrades you have?

Or are you referring to problems like hard starting, excess smoke, rough running, etc?

A little more specific detail about what the concerns are will help pinpoint what's going wrong.

Also, what injection pump timing settings have you tried so far and with what results?

[718Pinz]

The “super pump” (http://d24t.com/showthread.php?t=1646) has 12mm elements (sorry, I am still learning about these components)

The getting it to run correctly does mean that it doesn’t have the power it should with the mods I have done. It was blowing TONS of black smoke. Also, on one trip, after a long grade, she started slowly losing power while increasing the black smoke. When this happened, I was unable to build any boost. It would go up to about 4psi and then it just started decreasing and going negative...

She starts right up, no problem. I did have an issue starting, but I found an air leak at the input banjo fitting and at the filter outlet. Once that was fixed, it started immediately.

I set the pump to the stock setting, as recommended by the pump supplier, and only adjusted it a few degrees either way while experimenting.

Basically, I was having too much smoke, too high EGT’s, too low boost (Target was 25 and most often it would only hit 15), and it seemed to not have the power it should. Since the pump and injectors were the only used parts I used, I decided to pull the pump and injectors and have them rebuilt at the Bosch guys locally. I was told that this pump is from a Penta and will only put out 89 hp. I don’t know if that is for the stock internals, or...

Phil

[v8volvo]

Those issues sound to me like you have a large restriction of airflow causing the problems. The black smoke / high EGT combined with lack of power suggest the fuel system may be just fine but there may be a serious inlet air restriction or exhaust restriction. The progressive falling boost pressure under heavy load and then eventual vacuum in the intake particularly sounds like a major inlet air restriction.

Can you give some more details/photos of what the intake and exhaust setup on your truck is? Do you still have the original Pinz snorkel setup installed for the air inlet? What kind of air filter and where?

What kind of turbo? What kind of intercooler and plumbing? CFM rating of the intercooler? Can you measure what the pressure drop is from the turbo outlet to the intake manifold under heavy load and high RPM? (Use multiple boost/vacuum gauges to measure this) How much vacuum exists at the turbo compressor inlet under full load/high RPM?

Any changes to the exhaust from stock, or damage like a crushed pipe or plugged muffler? Do you have the equipment to measure the turbine drive pressure (exhaust manifold pressure pre-turbo) and the backpressure after the turbo?

[718Pinz]

The inlet flows through 3” tube and is pretty short and solid, except for the joints, which are of high quality material. The air/water IC is about 6” from the turbo and about 12” travel from the outlet to the intake. Those are 2.5” and all hard tube, less the connections, which are high quality. I did vacuum test the whole intake/exhaust. The exhaust has a 3” down-pipe, only. I have not finished the exhaust beyond that in case anything changes. The turbo is a new Garrett G25-550 and will support 250-550 hp, and the IC will support up to 650 hp.