Question about California trucks
#41
03-18-2012, 09:32 PM
#42
03-18-2012, 09:37 PM
If your mechanic or any other professional you may use claims to know everything I suggest you find a new one.
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#44
03-18-2012, 10:18 PM
Well I don't know who that other person was so I can't speak for them. I was simply trying to offer you some friendly advice. If you want to be a dick about it that's fine because people with your attitude who get butt hurt at the first contradiction and start going off on people and see conspiracy theories don't get much help and don't last long on the forums.
#46
03-18-2012, 11:57 PM
Well I don't know who that other person was so I can't speak for them. I was simply trying to offer you some friendly advice. If you want to be a dick about it that's fine because people with your attitude who get butt hurt at the first contradiction and start going off on people and see conspiracy theories don't get much help and don't last long on the forums.
#47
03-19-2012, 04:05 AM
i know another difference betweem the cali spec and 49 state trucks is the spring in the FPR. the fuel pressure was bumped up on the cali models. there is a seperate part number for the cali spec fpr kit. i came across this looking for info on doing a fpr shim, and someone listed the different part numbers. im not sure what the difference is pressure is, but i will probably be buying the cali spec spring to help smooth out my idle..
oh.. and another thing i just remembered - the timing is different for engines that use single shot vs split.. one uses 1 degree advance timing while the other uses 11 degrees.. the chip in the pcm also has different programming. the water outlet on the water pump on the school bus motors is also on the opposite side of ours, but i would imagine if the motors were swapped they would have changed over to our style pump to make connecting to the radiator easy/normal .
oh.. and another thing i just remembered - the timing is different for engines that use single shot vs split.. one uses 1 degree advance timing while the other uses 11 degrees.. the chip in the pcm also has different programming. the water outlet on the water pump on the school bus motors is also on the opposite side of ours, but i would imagine if the motors were swapped they would have changed over to our style pump to make connecting to the radiator easy/normal .
courtesy of DIESELPOWER magazine :
Split-Shot vs. Single-Shot:
For emissions purposes, 7.3Ls built for sale in California after April of 1996 came standard with split-shot injectors (AB codes as opposed to AA), which flowed approximately 130 cc of fuel (on a 1,000-count test). By converting to AC-code single-shot injectors, considerable gains in power can be had, as they flow 160 cc of fuel. And because only one injection event occurs (as opposed to a split-shot event), they also require less high-pressure oil to fire.
It should be noted that all of the following modifications can also be performed on all '94 to '97 Power Stroke engines. With a few quick phone calls, a set of single-shot injectors was on the way, as well as a new 17-degree high-pressure oil pump and some fuel system upgrades. While under the hood at John Wood Automotive in Holtville, California, we also took the time to perform a little preventative maintenance on the old Power Stroke.
Tuning For Single-Shot Injectors
One of the most important things to keep in mind when going from split-shot injectors to single-shot units is tuning. To be specific, it's in the timing. Split-shot engines typically use 1 degree of timing advance at idle, while single-shot engines require 11 degrees. After our install was complete, we pulled the F5 chip attached to the powertrain control module (PCM) and had John Wood Automotive reburn it with DP Tuner's programming, which allowed the new, single-shot injectors to work problem-free both at idle, and on the throttle.
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and before anyone says im wrong about the FPR springs, here:
Fuel Pressure Regulator Repair Kit (contains spring, valve spool & new brass plug)
(Ford) F5TZ-9K061-A (federal emissions; 94-98)
(Ford) F6TZ-9K061-AA (CA emissions; engine serial no. 201681-98)
Fuel Pressure Regulator Spring
(International) 1823643-C1 (federal emissions; 94-98
(International) 1825854-C1 (CA emissions; engine serial no. 201681-98
Split-Shot vs. Single-Shot:
For emissions purposes, 7.3Ls built for sale in California after April of 1996 came standard with split-shot injectors (AB codes as opposed to AA), which flowed approximately 130 cc of fuel (on a 1,000-count test). By converting to AC-code single-shot injectors, considerable gains in power can be had, as they flow 160 cc of fuel. And because only one injection event occurs (as opposed to a split-shot event), they also require less high-pressure oil to fire.
It should be noted that all of the following modifications can also be performed on all '94 to '97 Power Stroke engines. With a few quick phone calls, a set of single-shot injectors was on the way, as well as a new 17-degree high-pressure oil pump and some fuel system upgrades. While under the hood at John Wood Automotive in Holtville, California, we also took the time to perform a little preventative maintenance on the old Power Stroke.
Tuning For Single-Shot Injectors
One of the most important things to keep in mind when going from split-shot injectors to single-shot units is tuning. To be specific, it's in the timing. Split-shot engines typically use 1 degree of timing advance at idle, while single-shot engines require 11 degrees. After our install was complete, we pulled the F5 chip attached to the powertrain control module (PCM) and had John Wood Automotive reburn it with DP Tuner's programming, which allowed the new, single-shot injectors to work problem-free both at idle, and on the throttle.
---AutoMerged DoublePost---
and before anyone says im wrong about the FPR springs, here:
Fuel Pressure Regulator Repair Kit (contains spring, valve spool & new brass plug)
(Ford) F5TZ-9K061-A (federal emissions; 94-98)
(Ford) F6TZ-9K061-AA (CA emissions; engine serial no. 201681-98)
Fuel Pressure Regulator Spring
(International) 1823643-C1 (federal emissions; 94-98
(International) 1825854-C1 (CA emissions; engine serial no. 201681-98
that damn truck still causes problems even after I sent it's worthless azz packing.well i suggest you write to the editors of the magazine that usually deal direct with the programmers and engineers themselves, before they write articles. i would also assume that info came from the company that provided the new programming for their build. i came to look for info and to attempt to help someone else out. didnt know id have the moderator lead a stoning.. good job on attracting new members btw, i will be sure to upgrade my membership now.
since everyone else is clearly experts i will refrain from trying to help anyone else, and will also discontinue my reading since its aparently not a good way to learn. lastly i will point out that myself, and the article, were mentioning the difference in timing advance at idle, and might also explian why they say, " allowed the new, single-shot injectors to work problem-free both at idle, and on the throttle" , implying that the timing changes from one to the next.
so unless your claiming that the timing is dymanic while at a constant rpm (idle), i still see nothing wrong with this info.
since everyone else is clearly experts i will refrain from trying to help anyone else, and will also discontinue my reading since its aparently not a good way to learn. lastly i will point out that myself, and the article, were mentioning the difference in timing advance at idle, and might also explian why they say, " allowed the new, single-shot injectors to work problem-free both at idle, and on the throttle" , implying that the timing changes from one to the next.
so unless your claiming that the timing is dymanic while at a constant rpm (idle), i still see nothing wrong with this info.
While the help is appriciated posting in a nearly year old thread is, IMO, a waste of time because most people have either figured out the problem, found the info they were after or got tired of the issue and sold the truck. (I found out mine was a federal truck and a complete POS due to the PO and sold the truck after it gave up on me and I was tired of dumping $$ into it)
CSIPSD is a good guy and a heap of info but he is a little rough around the edges and is pretty blunt but so what? You learn to deal to deal with it.
You get contradicted and get all butt hurt - that's not going to help you or anyone else, just let it roll off your back and move on.
CSIPSD is a good guy and a heap of info but he is a little rough around the edges and is pretty blunt but so what? You learn to deal to deal with it.
You get contradicted and get all butt hurt - that's not going to help you or anyone else, just let it roll off your back and move on.
and btw 11 - 1 is not 7 .. so maybe you should back off seeing as how you dont even know where the sensors on you fuel bowl are..
gotta love the forums where the moderator leads an attack on the new members.. so if your all going to join in, make sure you all know your info.
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as i agree with some of what you say, i however do not agree about bringing back older posts. i thought the point of the site holding onto them in the first place, was so that people have a data base to search when they do need info, which is how this turned up to begin with. just because the info that myself, or anyone else , doesnt happen to be on the first 3 pages, doesnt mean i should start a new post instead of building off of an existing one. most times when people do that, guys jump in and complain about the OP not searching.
regardless of how much info someone may or may not know, theres no reason to have a power trip about it, as i have already reminded one of the guys they may not know just as much as they think they do in another thread.
gotta love the forums where the moderator leads an attack on the new members.. so if your all going to join in, make sure you all know your info.
---AutoMerged DoublePost---
as i agree with some of what you say, i however do not agree about bringing back older posts. i thought the point of the site holding onto them in the first place, was so that people have a data base to search when they do need info, which is how this turned up to begin with. just because the info that myself, or anyone else , doesnt happen to be on the first 3 pages, doesnt mean i should start a new post instead of building off of an existing one. most times when people do that, guys jump in and complain about the OP not searching.
regardless of how much info someone may or may not know, theres no reason to have a power trip about it, as i have already reminded one of the guys they may not know just as much as they think they do in another thread.
again - a discussion forum.. great how you jump on the bandwagon directing you comments to one person, but the 4 other guys that play "follow the leader" are right in doing so in your eyes. and btw im not the one acting like a child but im not about to bow down and just absord sarcasim. this is my last post here, and i will rethink becoming a paid memeber.
Well I don't know who that other person was so I can't speak for them. I was simply trying to offer you some friendly advice. If you want to be a dick about it that's fine because people with your attitude who get butt hurt at the first contradiction and start going off on people and see conspiracy theories don't get much help and don't last long on the forums.
if you think anything about your posts were "friendly" , than maybe your the dick. ive been pulling my punches cause this is obviously just a bunch of sheep following the shepherd, which is pathetic in itself. you blast me for defending the info i provided but then you keep coming back trying to push my buttons. im not suprised as i see your from nebraska, so i get the whole farm animal connection. also i commend you for being able to type with one hand while you keep writing about my butt.
With that I'm going to take some of my own advice and (hopefully) move on since I no longer own that truck and I suggest you do too.
#48
03-19-2012, 04:20 AM
Diesel Bomber
You posted incorrect information. I corrected it...
No one is blasting you. No one is moderating you.
Your welcome to stay here and contribute... But if you post incorrect information someone will more then likely come around and correct it. Its not personal, when you got a question wrong in High School did you get all upset at the teacher?
No one is blasting you. No one is moderating you.
Your welcome to stay here and contribute... But if you post incorrect information someone will more then likely come around and correct it. Its not personal, when you got a question wrong in High School did you get all upset at the teacher?
#49
03-19-2012, 05:06 PM
You posted incorrect information. I corrected it...
No one is blasting you. No one is moderating you.
Your welcome to stay here and contribute... But if you post incorrect information someone will more then likely come around and correct it. Its not personal, when you got a question wrong in High School did you get all upset at the teacher?
No one is blasting you. No one is moderating you.
Your welcome to stay here and contribute... But if you post incorrect information someone will more then likely come around and correct it. Its not personal, when you got a question wrong in High School did you get all upset at the teacher?
if i write to the compnay, or any programming company for that matter, and said " im changing my injectors from split shots to single shots, is there any programming i should do to change anything as far as timing is concerned" would they all say no?
so here is a copy of the email i sent to John Wood Automotive, which is the company that did the work for DieselPower. i will post WHATEVER response i get from them, if any..
i recently came across an older issue of DIESELPOWER mag online where they did a build of (i think) a 97 cali edition 7.3 where they swapped out the split shot injectors in favor of single shots. here is the last paragragh of the desc.
Tuning For Single-Shot Injectors
One of the most important things to keep in mind when going from split-shot injectors to single-shot units is tuning. To be specific, it's in the timing. Split-shot engines typically use 1 degree of timing advance at idle, while single-shot engines require 11 degrees. After our install was complete, we pulled the F5 chip attached to the powertrain control module (PCM) and had John Wood Automotive reburn it with DP Tuner's programming, which allowed the new, single-shot injectors to work problem-free both at idle, and on the throttle.
so i meantioned the article on a powerstroke forum online, and the moderators along with most other people that responded says that the magazine has printed mis-information. the response i got was "The timing on ANY POWERSTROKE is the same, and dynamic. It is not set at one point... " people continue to comment that they have swithed injectors themselves and that the printed info is dead wrong.
another post : LOL... Can someone please help me adjust the timing wheel on my powerstroke? I am now running single shot injectors in my split shot motor and I never adjusted the timing wheel...
The timing (I'll repeat it so its clear...) the TIMING on a powerstroke is dynamic. It is not set. Anyone that tells you there powerstroke is running 1* of timing, or 11* of timing or 18* of timing has no idea what they are talking about. This is NOT a mechanically injected motor.
Your free to believe whatever Diesel Power tells you, however it is wrong.
can you please shed some light on this as i am considering doing the same as was printed in that issue.
thank you for your time.
Last edited by kctyphoon; 03-19-2012 at 05:41 PM.
#50
03-19-2012, 06:55 PM
Oh my someone is out of control.
Timing is dynamic but programming changes have to be made for single shots, with that said im not sure what that tuning is. Injectors will by theory of operation always effect injection timing but that's usually mechanical in nature. In electronically controlled engines base line timing is controlled by a long list of variables. Again im not a big psd guy just going off of standard operating procedure.
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Timing is dynamic but programming changes have to be made for single shots, with that said im not sure what that tuning is. Injectors will by theory of operation always effect injection timing but that's usually mechanical in nature. In electronically controlled engines base line timing is controlled by a long list of variables. Again im not a big psd guy just going off of standard operating procedure.
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