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Two Identical trucks. One with a manual, and one with an auto. The auto will dust the manual every day of the week, while putting less to the wheels on a set of rollers.

highly unlikely. Its Ken being a con-artist, just like everything else he sold me, I have to fix it.

I think the difference they notice is what it does to your injection duration. A faster cycle will help with higher RPM. That being said, I pop tested my DPS stage-1's which were supposed to be 2100psi. 6 of the 8 were leaking internally, not causing performance issues I don't think, but...

Injection events are closer to 3-5ms depending on output and if you're using a DB2 or 4. I get what you're saying, and I'm not brushing it off my shoulder... I'm really thinking hard about it because its something I never thought about. Because of this, I intend on taking my stage-1's up from...

Injection pressure should be much higher than your cylinder pressure. I know mine is. The issue I see if you are right, is that it could hang the pintle up from closing all the way, causing fuel dribble/early pop.

very interesting thought. I use 2100psi on my injectors we built. So @ WOT my injectors never fully close you think?

interesting theory. I'm going to have to sleep on it.

why do you set your pop pressures so high? What is your idea behind this?

My dually before traction bars was pretty friggin violent though......

sheeeeiitt... not even like my Dually. I was over @ ATS this week and rode in my buddies 08 CTD..... 850hp 6.7 with a full built 48re. Most violent truck I've ever been in.

smooth is a side effect of gutless. Power = violent hopping/jerking and shifts. LOL

This is to add on to what buddy just echoed... you can dyno in whatever gear you want. My truck makes more power in 5th than it does in 4th. The main thing with an auto is that you have it locked out in whatever gear you're in. You want to be able to floor it from 1500rpm or whatever you...

with a TCM over ride, you can make it do whatever you want.

those runs look like about 175rwhp/340rwtq Hard to get anything accurate when the trans shifts though... should of had them lock it out.

If you have good pistons, you don't have to worry about your rings. Again, I don't know. It would be cool to see what happens with them.

well, like I said, I am NOT an engineer.... but I just can't picture that piston working spectacularly. I am picturing the fuel droplets blasting the middle of the horse shoe on its face, spittling left, and right.... and instead of a clean uniform burn.... a dirty burn focused on the outside...

Its the difference between a medium duty engine, and a very light duty engine. The International was a work horse. International could not afford to have problems, since they were in service in such large fleets that needed a bulletproof engine. It needed no changes when a turbo was strapped...

boost is a measure of restriction at the engine, not a measure of flow from the compressor. Different chargers most certainly will flow different amounts of air at the same pressure ratios. Post the compressor maps.

No, International didn't have the military buying their IDI's, but the 6.9/7.3 was used largely in Fleet applications, both medium duty, and light duty, as well as Ford pickup trucks. Uhaul being the biggest fleet probably... and I'll note that the engines had no design flaws or failures that...

and ford/IH didn't..... If ford/IH did as well, I would be more on board.... but you have one company that changed cups 5 times.... and you have another that had 1-cup for the 6.9, and 1 cup for the 7.3 The design on the piston changed when the cups changed as well.