how come... deseal

[curtis73]

That's probably because the common recipe for 12-second diesels starts with a 12-valve cummins. They smoke some from the factory.

A newer common-rail, piezo-injected diesel makes no smoke if running right, and you can barely smell it even standing right beside it. If that's not the case, its not running right, period. Breaking into the 12s can be done with no smoke, but it takes lots of tuning. The secret is to add more boost than fuel, keeping the air more plentiful than the mass of fuel.

AND... by the way, on the emissions front... the new 08 F-series diesel trucks meet ULEV standards, either meeting or beating every ULEV gas subcompact on the market. Source: www.dieselpowermag.com

[KiwiBacon]

Originally Posted by GreyGoose006

how is the soot bad for the engine.
the soot is a byproduct of the engines incomplete combustion of the fuel.
...

the only engines that diesel soot would affect in any way is the engines of the surrounding cars. lol

The soot gets past the rings into the oil, where it remains in a suspension too fine for your filters to strain it out.

What sort of controller do you plan to use Curtis? Factory or otherwise?

[UncleBob]

Originally Posted by curtis73

AND... by the way, on the emissions front... the new 08 F-series diesel trucks meet ULEV standards, either meeting or beating every ULEV gas subcompact on the market. Source: www.dieselpowermag.com

got a direct link? I'm not digging through that entire site to find what you're refering to

[curtis73]

Originally Posted by KiwiBacon

What sort of controller do you plan to use Curtis? Factory or otherwise?

Quadzilla. Like this one: http://www.quadzillapower.com/products/stealth2.html
Alone it will add 215 hp and 415 tq which accounts for 540 hp and knocking squarely on 950 tq at the flywheel. A free-flowing intake is good for another 25+ hp, and a 4" downpipe/big exhaust is worth another 60 or more. Torque numbers jump about 40 lb-ft for the intake and 80-100 for the exhaust. Careful tuning can net even more, as has been demonstrated by actual dyno tests. Diesel power mag did an article with dyno-proven recipes and the quadzilla/intake/exhaust recipe on an LB7 Dmax put a clean 900 lb-ft to the rollers, so that could be 1100 at the flywheel. That article appeared in either the April or May issue, but I can't find it online for a link. The original Quadzilla Stealth (not the stealth2) was capable of a bit more, but it offered too much user-input and guys were modding without paying attention to EGTs. The Stealth2 is a bit more restrictive and saves their butts when stupid owners who don't do aftermarket exhaust ask why their turbo is in a molten puddle.

got a direct link? I'm not digging through that entire site to find what you're refering to

Sure... http://www.dieselpowermag.com/featur.../examples.html

A quote from that link:

Originally Posted by Diesel Power Magazine

"Myth" No. 4: Diesels Will Never Be Clean-Emissions Vehicles
It might shock you to learn that not only are diesels clean, but some (like the '08 Ford F-series) are also considered ultra-low-emissions vehicles.... Can diesels be clean? Yes, but it isn't easy. A lot of work and engineering went into the new emissions-friendly diesels

And as far as power versus torque, its simple math and boost. Another quote:

Originally Posted by Diesel Power Magazine

"MYTH" No. 3: Diesels Have Great Torque But Will Never Be As Powerful As Gas Engines
Everybody know diesels can kick the pants off a gas engine in torque, but what about horsepower? After all, if you have 1,000 lb-ft of torque and the guy next to you has a gas engine with 1,000 lb-ft of torque, you're still going to lose. That's because he probably has 1,000 hp to your 500 hp.
So can diesel engines really be as powerful as their gas counterparts while still having a torque advantage? For this answer, we have to go to the most powerful engines in the gas and diesel worlds-leading us to the light-and-fast world of drag racing and the heavy-and-slow world of tractor pulling. In drag racing, the Pro Modified class is one of the best examples of what a no-limits gas engine can do. With cubic inches in the 700-plus range, racers using naturally aspirated engines and 1,200 hp worth of nitrous oxide are pushing numbers in the 2,500hp range.
Mike Moran, who runs a turbocharged entry in the class, is thought to be in the 3,000hp range. By contrast, Super Stock-class diesel tractors can have up to 640 ci of displacement (that's 11 liters), run up to four turbos, and reach 250 psi of boost in the sled-pulling world. All this pressure adds up to horsepower in the 2,500-3,000hp range, as far as anyone can guess. The engines are roughly the same displacement, and oddly enough, have about the same airflow capability, but each uses its own strengths to the fullest. The gas engines will spin nearly 8,000 rpm despite their size, while diesels use half the rpm and five times more boost to generate similar power numbers. So can diesel compete with gas for all-out power? You bet.