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Don’t know MEUI, but got the impression that we would still be using the PCM tables through the IDM to control PW. Based on your posts though, with the correct nozzle and those kind of injection rates, PW wouldn’t approach the limits of the system? It’s been too long, but we have what, 3.5ms...

Is it possible to “relief valve” the system to prevent injector destruction? Or would you just be moving the erosion to a new orifice?

Are there any concerns about IDM flatline or voltage soak at higher RPM’s?

Also, it warms my heart that we went from low injection ratio to MEUI in one thread in like 20 posts.

I should caveat that I don’t know s__t about the unit pumps… And I’m sure there are many machine shops that could build an assembly to run 8 unit pumps.

Cool. I know a machinist and shop capable of building a 8 cylinder pump. Who has access to an engine dyno for R&D?

Once all the electrical is sorted out for MEUI, or the 4.5 ratio injectors that HRT and Cass were working are finally installed in a truck… Who is still making a billet block for 7.3’s?

Who the f__K is still tuning for torque? To the guy asking the question, I ran over 30,000 hard miles on a PMR block that consistently trapped in the 420 range for HP. On the dyno it was in the 90% powerband from about 2400 to 3800 RPM's. Truck never came out of the hot tune, towing, playing...

Multiple issues... Batteries drain, can’t find a component causing draw so I’m thinking bad ground. Also, truck cuts out intermittently during acceleration. Sometimes so bad I’m worried about u-joints, sometimes not at all. Needs some love.

Start at 2.5 and go up a .5 per tune, for 10 tunes...? I reckon if 7ms of PW don’t strain HPO, nothing will... Be about twice as much time as it takes to empty a 300/200 though, and probably 3-3.5ms more than you can use at 3500 RPM.

Does anyone have, or have a link to, a ground map for the OBS? 97 specifically...?

Sure... Now send me everything needed and pay for my time.

On the subject of this thread... I need to get my OBS back in shape. It has been cutting out at WOT. I'm 99% that it's electrical, but when I get on top of it I think I'll throw these in and see if there's any difference. The 160/stock's and the ADR in it have about 90k on them now. Should...

Speaking of... I have a thing I've been meaning to talk about with you, but never remember to talk to you about... My excuse is I took a desk job that gobbles up my time like I never could have imagined. When I get time away from my desk, I don't even want to look at a computer. I'm posting...

That just clicked for me too. From their site. For some reason I was under the impression that this was replacing the oil rail in the heads... Couldn't get my mind around how, or how that would help. I'm a lot less skeptical now. Might even have to see if this will help a tired old ADR...

YES! And then Gary from Stealth.

In theory... This seems like it might have merit. But, before the 7.3 rolled over to the dark side of the moon the solution being sought was how to move the pressure and volume from the rail into the injector. I'm just not sure I understand how this is a solution to that, or how this isn't...

Oil threads just aren't the same without Chuckie and golfer and the terminator guy... What was his name?

GT38R and GTP38 Van Turbo's have the same compressor side? I'm missing something...

06 LBZ dually, 2wd. Truck has had a Fleece 68 turbo installed since the dyno tune. Replaced the worn out fuel system at that time too. Maybe 15k on those. Truck has 30% nozzles and a 50% pump, ARP's, Airdog, trans work (not built) etc. 280ish on chasis, <30k on engine. Chasis was repainted...