head flow affect on power output
 

Cylinder head flow was a area I was convinced was a possible place for improvement. well the numbers were calculated by the program from measerments of the valves and ports then used as a baseline to determine the increase or decease of flow and the affect on torq ad hp. I was rather surprised to find rather small improvements in flow did make a improvement in power, however most was in the upper rpm range. the biggest power increase comes from boost even without more fuel. adding fuel by itself makes more power while increasing boost by way of more expanding exhaust gas flowing through the turbo. because we have a turbo to ram in the air intake port size has less to do with power than the pressure of the air going in. When I increased the port flow numbers on the exhaust side 10% the turbo spooled faster by 200 rpm and made improvement all the way on the run. the better the turbo performance map the faster the torq peaked in the rpm range. My turbo research talked about not making the exhaust gases go through major changes in pipe sizes on the way to the turbo because its expansion and compression changes the pulse dynamics you need for turbo performance. makes sense to me. I also found info on porting the exhaust manifolds to try and straighten the flow without opening up any more than necessary. This combined with minor port shaping and port maching would be a place to start. might be more work than most guys would want to do.

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I need to fix the mother inlaws car and get a load of fire wood today so I will be back this evening to put up more info.

This is great info. You are planning to build a motor based on some of this data aren't you?

yes I plan to build a engine to replace the detroit 8.2 in my motorhome. It will hook up to the allison at545 and I will run the big rad and I have a 06 dodge intercooler.

well my scanner is on the fritz need to get that taken care of, and my wife is using the computer for her college classes so i havent had to mutch time to get more info up. also been trying to confirm that the first gen psd rods are the same rist pin as the 94 turbo so I can check into pistons to lower compression and get the recessed dome style piston. got one graph showing a torq run of three cam grinds. read the notes on the graph and look at the curve, the type 4 cam is lower compression and more fuel the curve stops sharply when the boost peeks and the waist gate opened. when I add more boost the curve just keeps going up at the same rate 500 rpm but the cylinder pressure starts getting close to 4000 psi .:scare2:

just got info that I have a error in my stock engine data all other info is good only the stock data has a error in the stock cam info. I will be re doing the data on this verry soon with more info on the cc of the valve pockets and ports to get a better handle on the flow rates. I also have more data on the stock turbo and will be doing more work with compression and piston milling measurments to be able to predict the compression for a given piston hight. then I will post new graphs on this new data.:argh::pca1:

I would like to know how much hp can u get out of a idi. I been thinking about building a truck puller Using a 2.8 turbo and all the fuel i can get to it

IMO, you'll be better off switching engines. If you're going to be running a lot of boost and power, you're going to have to change a lot of stuff, which is going to be expensive. But if you're dead set on keeping the IDI I think this is the guy to talk to.

max power is hard to say. The known weekness of this engine is the head gaskets, and thin cylinder walls in the 7.3 To get max power out of this engine you would most likely need start with a turbo block put 8 quality sleeves in the block and stud the heads, lower the static compression, port the heads with extra care on the exhaust side. custom tube headers and up pipes to the turbo,moose pump and moose mister injectors, oil pressure mod on the oil cooler, increase the piston oil spray nozzle size, lightened turbo rods, teflon coat the crank and piston skirts, ceramic coat the pistons tops and exhaust ports, cumbustion chamber area,headers, turbo housing, turbo valves. balance the rotating assembly, and a custom ground cam for your application, boost to 25 to 50 psi intercool and water inject as needed to keep the monster happy.:rocking:

can i do all these for less than 10grand

well thats up to you. the most expensive is the block recon. mine is costing me 1400.00 for 8 sleeves and line bore, deck the block and new corect freeze plugs. my heads were rebuilt 130,000 miles ago all they need are 3 angle valve job and new valve seals, porting will be done by me. I will be using forged turbo rods that I will be lightning myself. piston kits run between 900.00 and 1400.00 with gaskets. the piston coating runs about 40.00 a piston plus shipping havent got a quote on the headers yet. I plan to run 18 to 1 powerstroke pistons, with the block and heads decked I should be somewhere in the 19.3 to one compression range wont know for sure untill I measure the installed hight of the pistons above deck with the line bore and rod resize there are some un answered questions on that. also with the reground cam is about 200.00 plus shipping I will need to check valve to piston clearance with the added lift. the oil pressure mod is done by shimming the relief valve in the cooler head .070 to .080 to increase system oil pressure. then drill out the piston spray units just a bit to cool the pistons better. so far I have less than 1000.00 invested in getting 4 engines for parts that includes two turbos that I will be selling soon to pay for a 97 powerstroke core that has the rods and turbo mount I want. I am doing my build over time to save money. I will be selling all the good parts that are left over on cl or on several differant ford sites to help pay for all my machine work. so I think 10,000.00 is to much unless you are paying for everything off the shelf, even that is is more than I think it would cost.