marauderer, Where do you plan on locating (mounting)the filter?
and
not to get off the subject, but what kind of 3" exhaust do you have,
where did you get it, and do you like it???
Thanks, in advance.
Bruno.....

Barry
We should have looked it over at Old Navys this past weekend.
Greg

If I had a Bosch part number I could try to find.
Greg

Aftermarket injectors wouldn't do much for our CRD's unless someone comes up with a programmer that enhances timing & duration, as opposed to the many various rail pressure increasers that are currently on the market. Then there's the potential of most likely needing a pusher pump so the rail isn't drained dry.

HPCR Dodge CTD's can lay down over 525---550 rwhp on stock injectors providing there's adequate fuel volume to the CP3.

I have a friend with a 2006 Dodge RAM 2500 that put down 541/1030 at the rear wheels a few weeks ago......some auto trans upgrades, a bigger turbo, pusher pump, and a few stacks were all it took.Greg

Aftermarket injectors wouldn't do much for our CRD's unless someone comes up with a programmer that enhances timing & duration, as opposed to the many various rail pressure increasers that are currently on the market. Then there's the potential of most likely needing a pusher pump so the rail isn't drained dry.

HPCR Dodge CTD's can lay down over 525---550 rwhp on stock injectors providing there's adequate fuel volume to the CP3.

I have a friend with a 2006 Dodge RAM 2500 that put down 541/1030 at the rear wheels a few weeks ago......some auto trans upgrades, a bigger turbo, pusher pump, and a few stacks were all it took.

Greg

You couldn't be any further in left field.

If you are looking for bigger injectors try to find some for a marine engine. If the 2.8 has a marine application I would guess they would have a higher flow rate. No epa hoops to jump through with marine applications. Come to think of it, a whole lot of neat parts could come off a marine 2.8.

If you are looking for bigger injectors try to find some for a marine engine. If the 2.8 has a marine application I would guess they would have a higher flow rate. No epa hoops to jump through with marine applications. Come to think of it, a whole lot of neat parts could come off a marine 2.8.

OK.

Greg

So you are saying injectors are a waste of time? Just how much hands on work have you done with injectors?

Greg

No, I'm not saying they're a waste of time........I stated "Aftermarket injectors wouldn't do much for our CRD's unless someone comes up with a programmer that enhances timing & duration".......but it seems as if you're putting words into my mouth.

I guess I can start out by saying I've owned a 1998 Dodge RAM 2500 12V, a 2000 Dodge RAM 2500 VP44'd 24V, a 2003 Dodge RAM 2500 HPCR 305/555, and the 2005 Jeep Liberty Limited 4x4 CRD in the sig (wife's daily driver).

My original point is that if the BOSCH injectors utilized in the CRD's are any where near the same as the BOSCH injectors utilized in the HPCR CTD's and the DuraMax, there's plenty of power available thru stock injectors IF some aftermarket companies would crank out some timing / duration products instead of common rail pressure products.

Have you ever seen an over-fueled Dodge CTD 12V (1998.4 and earlier) run in cooler weather / wintertime with enhanced injectors, delivery valves, and a tweaked AFC with advanced timing ? Can you say the performance and driveability "sucks" ? With either CTD 24V (VP44 or HPCR) the ability to go back to stock is generally as easy as pushing a button on an EDGE Juice w/Attitude (insert your favorite programmer here) in only a few seconds......voila, stock truck with great drivability. Cooler wintertime temps and higher flowing injectors on a CRD would be hell on the EVIC ! Owner's fuel economy would be in the toilet fast; carbon deposits would form quickly I'd imagine.

You stated "The CRD will respond nicely to bigger injectors just as all other diesels do." That's true as long as you remember that air + fuel = power. Without the extra air, more fuel will simply result into higher EGT's. Typically, in HPCR applications, higher flowing injectors will not atomize fuel better unless there's an increase in rail pressure. I feel more power can be made more efficiently thru timing / duration than an injector swap in our CRD's. I also believe there's not a huge amount of extra airflow available (although some) in the stock CRD charger to support high-flow injectors. Extra boost (above the factory design) typically only heats the charge air higher and before you know it you're out of the efficiency range of the stock charger, especially with the VGT in our CRD's.

Greg