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Thread: Using LBZ injectors and pcm on detroit diesel

  1. #11
    Lifetime Member LB72004's Avatar
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    Schwoch1,

    is this what you are thinking for the wiring?Click image for larger version. 

Name:	LBZ ECM Injector electrical mod.JPG 
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    2008 Chevrolet 3500HD DRW LTZ
    285/75/17 Nitto Dura Grapplers, 4.56 gears, Front and rear ARB lockers, Efi Live tuning by me, Raptor 160 LP, Cognito 4-6 NTB Lift, 4" Exhaust, Built Trans by Mike L.

    Sold - 2004 LB7 Duramax, EFI Live with DSP5 Tune
    stage 4 SC transmission, 265/70/16 tires

  2. #12
    Lifetime Member schwoch1's Avatar
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    Yes, that is EXACTLY what I am thinking of doing, not sure if it will work though at this time!!!

    I need to procure a few more injectors and a 2:1 gearbox to get the crank and cam signals to the PCM to do some accurate testing on the bench.

    You got me thinking on the injector response time, I would imagine that there should be enough time to fire the injectors, may have to forgo pilot pulses after a certain RPM though was my thinking. I am positive that the noise of the engine would mask any combustion noise that would be present past 1800 RPM!!! For such a small engine, it sure is noisy!!!

    Mike
    Current toys are as follows:
    1961 Chevrolet Corvair Monza, 145 H6/powerglide. 85 HP of raw fury.... slow and stock and staying that way!
    1969 GMC 2500, 4-53T Detroit diesel/Fuller 10 speed on late model 1500 HD frame
    1970 GMC 9500, 6-71 Detroit/Fuller 13 speed, not sure why I bought it, but it sure is noisy!!!
    1975 Ford F100 shortbed. Currently undergoing Crown Vic subframe swap and EFI 4.6!!!
    1975 Chevrolet Vega, 5.3/200-4R may finish someday, maybe...

  3. #13
    Lifetime Member LB72004's Avatar
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    Quote Originally Posted by schwoch1 View Post
    I need to procure a few more injectors and a 2:1 gearbox to get the crank and cam signals to the PCM to do some accurate testing on the bench
    wouldn't a reluctor wheel(s) with the correct the number of teeth be easier and more reliable?
    2008 Chevrolet 3500HD DRW LTZ
    285/75/17 Nitto Dura Grapplers, 4.56 gears, Front and rear ARB lockers, Efi Live tuning by me, Raptor 160 LP, Cognito 4-6 NTB Lift, 4" Exhaust, Built Trans by Mike L.

    Sold - 2004 LB7 Duramax, EFI Live with DSP5 Tune
    stage 4 SC transmission, 265/70/16 tires

  4. #14
    Lifetime Member schwoch1's Avatar
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    I have to have some way of replicating the cam sensor signal on the bench, which is 2:1 of crankshaft speed, hence the need for a ratio adapter of some sort!

    On the actual engine, I have the same problem also as nothing on a Detroit turns 1/2 speed of the crank. I will cross that hurdle when that day comes. If everything else works as planned mounting a cam reluctor should be a cake walk!!!!

    Mike
    Current toys are as follows:
    1961 Chevrolet Corvair Monza, 145 H6/powerglide. 85 HP of raw fury.... slow and stock and staying that way!
    1969 GMC 2500, 4-53T Detroit diesel/Fuller 10 speed on late model 1500 HD frame
    1970 GMC 9500, 6-71 Detroit/Fuller 13 speed, not sure why I bought it, but it sure is noisy!!!
    1975 Ford F100 shortbed. Currently undergoing Crown Vic subframe swap and EFI 4.6!!!
    1975 Chevrolet Vega, 5.3/200-4R may finish someday, maybe...

  5. #15
    Lifetime Member LB72004's Avatar
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    ok, i got you. just bench testing.

    so, what do you plan on doing with this engine if it all works out? putting it in anything or is it going to just be a floor model/proof of concept type deal?
    2008 Chevrolet 3500HD DRW LTZ
    285/75/17 Nitto Dura Grapplers, 4.56 gears, Front and rear ARB lockers, Efi Live tuning by me, Raptor 160 LP, Cognito 4-6 NTB Lift, 4" Exhaust, Built Trans by Mike L.

    Sold - 2004 LB7 Duramax, EFI Live with DSP5 Tune
    stage 4 SC transmission, 265/70/16 tires

  6. #16
    Lifetime Member schwoch1's Avatar
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    I plan on putting it in some sort of older truck and use it to haul my 6000 lb travel trailer where ever I need to go with it!

    I got my eye on a '69 GMC 3/4 ton 4wd truck that someone took a Suburban and a truck and made a crew cab truck. Fab work is excellent and this would be the perfect truck for this swap. For now if the deal works out, I am going to put my 4-53T that I have in it, hook it to an Allison 1000 and drive it till I get the common rail conversion figured out!

    I am tired of driving what I call 'me too' trucks anymore! Me too refers to that I can go and sign my life away for 6 years on a truck and have something that looks the same as 98% of the rest of the trucks on the road! I want a functional conversation piece I guess is what I am trying to say!!!

    Mike
    Current toys are as follows:
    1961 Chevrolet Corvair Monza, 145 H6/powerglide. 85 HP of raw fury.... slow and stock and staying that way!
    1969 GMC 2500, 4-53T Detroit diesel/Fuller 10 speed on late model 1500 HD frame
    1970 GMC 9500, 6-71 Detroit/Fuller 13 speed, not sure why I bought it, but it sure is noisy!!!
    1975 Ford F100 shortbed. Currently undergoing Crown Vic subframe swap and EFI 4.6!!!
    1975 Chevrolet Vega, 5.3/200-4R may finish someday, maybe...

  7. #17
    Lifetime Member THEFERMANATOR's Avatar
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    The RPM issue can be overcome with a CAX file as I know a few are turning close to 6000 with LBZ's in racing applications retaining the BOSCH ECM. The problem would be in the fact the injector may not be happy living at those kinds of duty cycles to the injector coils for those lengths of time. I'm not trying to be a buzzkill as this sounds like an innovative project, but I don't want to see you go through all this trouble and run into issues down the road.
    1995 GMC 2500 SUBURBAN powered by 01 DURAMAX/ALLISON, little of this, a little of that,
    DIAMONDEYE 4" exhaust, CORSA muffler, AFE stage 1 dry filter, custom tuning by me, KENNEDY single pump and pump rub kit.

  8. #18
    Lifetime Member schwoch1's Avatar
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    The engine will get to 3000 very little, most of this time it should be in the 1900-2300 RPM range, so the duty cycle of the injector shouldn't be too bad, as it won't be spending too much time at the 6000/3000RPM mark. I plan on bench testing this all before I even attempt to adapt it to the engine to save myself alot of time and trouble. Worst case scenario is I have a $750 pile of LBZ parts that I will try and liquidate on ebay!!!

    I'm not trying to be a buzzkill as this sounds like an innovative project, but I don't want to see you go through all this trouble and run into issues down the road.
    THEFERMANATOR, dont feel you are a buzzkill, it is nice to hear others opinions and bring up problems that I may not thought of. Chime away if you feel the need!!!!

    Mike
    Current toys are as follows:
    1961 Chevrolet Corvair Monza, 145 H6/powerglide. 85 HP of raw fury.... slow and stock and staying that way!
    1969 GMC 2500, 4-53T Detroit diesel/Fuller 10 speed on late model 1500 HD frame
    1970 GMC 9500, 6-71 Detroit/Fuller 13 speed, not sure why I bought it, but it sure is noisy!!!
    1975 Ford F100 shortbed. Currently undergoing Crown Vic subframe swap and EFI 4.6!!!
    1975 Chevrolet Vega, 5.3/200-4R may finish someday, maybe...

  9. #19
    Lifetime Member THEFERMANATOR's Avatar
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    Quote Originally Posted by schwoch1 View Post
    The engine will get to 3000 very little, most of this time it should be in the 1900-2300 RPM range, so the duty cycle of the injector shouldn't be too bad, as it won't be spending too much time at the 6000/3000RPM mark. I plan on bench testing this all before I even attempt to adapt it to the engine to save myself alot of time and trouble. Worst case scenario is I have a $750 pile of LBZ parts that I will try and liquidate on ebay!!!



    THEFERMANATOR, dont feel you are a buzzkill, it is nice to hear others opinions and bring up problems that I may not thought of. Chime away if you feel the need!!!!

    Mike
    My concern is your dealing with an injector designed to be fired at a max of 3250 RPM's from the factory, and on average didn't spend any real time above 2500 to speak of. For you this would only be 1250 peaking out at 1625 due to the doubled firing from 4 to 2 stroke.
    1995 GMC 2500 SUBURBAN powered by 01 DURAMAX/ALLISON, little of this, a little of that,
    DIAMONDEYE 4" exhaust, CORSA muffler, AFE stage 1 dry filter, custom tuning by me, KENNEDY single pump and pump rub kit.

  10. #20
    Lifetime Member LB72004's Avatar
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    Quote Originally Posted by THEFERMANATOR View Post
    The RPM issue can be overcome with a CAX file as I know a few are turning close to 6000 with LBZ's in racing applications retaining the BOSCH ECM
    Holy H#ll, how do i get one for my LMM. i like the sound of that
    2008 Chevrolet 3500HD DRW LTZ
    285/75/17 Nitto Dura Grapplers, 4.56 gears, Front and rear ARB lockers, Efi Live tuning by me, Raptor 160 LP, Cognito 4-6 NTB Lift, 4" Exhaust, Built Trans by Mike L.

    Sold - 2004 LB7 Duramax, EFI Live with DSP5 Tune
    stage 4 SC transmission, 265/70/16 tires

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