A hot 1st Gen Truck

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We recently had a '93 3/4T 4x4 in for some performance enhancement. It was kinda sick when it came in, but I got to drive it when it went out - 'cause I did some of the work.

The fuel pump was calibrated ONLY to the top of the spec + 2%, and a set of larger-than-stock injectors installed. I timed it to 1. 35 MM (As per Old School's advice), and this hummer ROCKED! In our 1/4 mile test area (not exactly 1/4 mile, but real close, and slightly uphill), the truck would do 82 MPH! That's the 2nd highest speed for a modified Dodge we've had yet. We had a seriously bombed ISB equal it, and a '94 with several performance mods (exhaust, injectors, cam plate, timing, pump calibration, K&N) that did 84.

It did produce some smoke up close to 2500 rpm - but it did not have either a 16CM2 exhaust housing OR any enhancement to the exhaust. It even still had the badly smashed tailpipe over the axle. The owner could not be talked into exhaust mods. He was so impressed with it's power, he simply didn't feel any need to "make it better" #ad




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ICQ 3807791 (BBSMan)
Home Domain www.my2kcity.com (Under construction)
Email powerwagon@mymailbag.com
"Die? What do you mean, doc? That's the last thing I'm gonna do!" - attributed to a dying mobster.
12 Valve Forum moderator
Procrastinator extraordinaire...

 

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Nice share of some grins for or 1st Gen guys, Power Wagon. The 16cm turbo and exhaust will really "kick it up a couple of notches"
regards.

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'92 CUMMINS/DODGE 5SPD, 4WD 16cm2 turbo, mod. /maxed pump and injectors, max. flow exhaust, K&N... .

www.turbodieselregister.com/memberimages/r0300343.jpg
www.turbodieselregister.com/memberimages/r0300341.jpg

 

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Just sent my '93 to PWs top secret shop for the exact mod described above. I realize that all rigs will differ somewhat, but if it comes back halfway close to what was described in the first '93, I'll be thrilled to death! #ad

A co-worker is bringing it home late tonight. (200 miles) He had business in the area so he dropped it off for me to have the upgrade done and is driving it home. I like the idea of performance without having everything tweeked to the max. Sounds like between Old School and Power Wagon, they have got a handle on practical 1st gen. performance.
Thanks guys. I can't wait to get it back and get it under a trailer!
Don.


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'93 W250, LE, CC, 4x4, 5spd. , 4:10, Cummins, mostly stock, K&N, 16cm turbo, straight exhaust, Lund visor w/lights, 5th wheel, Gooseneck, H. D. rear hitch, Aluminum everything.

 

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Yer truck ran real close to the same, although it wasn't me in the driver's seat. I think I get a bit better performance from the trucks than Doug, 'cause I don't hit the governor before I shift. He said it did 80, I believe.

I've never figured out why 2 trucks that are apparently identical can be set up the same, and have different results. But I've seen it, and can't account for it.

BTW, we found your timing pin to be off by 2-4 degrees. Hope all this helps. #ad


If you want a bit more, you could probably get another 1/4 to 1/2 turn on the fuel screw w/out serious smokin'. With the larger nozzles, the screw makes a much larger difference.



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ICQ 3807791 (BBSMan)Home Domain www.my2kcity.com (Under construction)
Email powerwagon@mymailbag.com
12 Valve Forum moderator and Procrastinator extraordinaire...
Tow-er '65 Power Wagon Crew Cab, Tow-ee '70 Boles Aero 28'

 

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Thanks for the follow up PW. My truck still hasn't showed up. If it is running as well as you described I may have to go over to his place tomorrow and take it away from him! #ad

Interesting info on the timing.
I bought the pickup when it was barely a year old and have never touched the pump. I don't know if the previous owner ever messed with it.
Although it has always done a good job for me I always felt like something wasn't quite right with the way it ran. I don't know how severe 2-4 degrees out of time is, but it sounds like that could have been a large factor in the past sluggish performance.

If Doug hit 80mph in the Q/M with that clunky shifting Getrag of mine, I'm quite impressed. (especially considering the fact that he had to use fifth gear due to my low gears)

Now I just have to figure out how to get my buddy to give me my truck back! #ad

 

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Hey Power Wagon,

I'm new to the TDR but it sounds like you own a shop. How much do your bigger injectors run for a '93 and are they comparable to the kind Old School has in his '92? I would install them myself. How do you accurately find TDC? I,m thinking that it takes a dial indicator put into the injector hole on the number one cylinder in addition to the one used on the pump. If that is right could you let me know the model/part number of that
gage?

THANKS

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'93 W350 Club Cab, 5 sp. , Factory Options: Cummins Turbo Diesel (of course), LE package, 4. 10 axle ratio, limited slip, 7600 lb. rear springs, tachometer, front stabilizer bar. Modifications: Banks stinger plus (stage II powerpack), no load rpm @ 3250, max fuel on screw and max rate on diaphragm, Linex bedliner, 25,000 lb gooseneck ball Mopar 10,000 lb receiver, Tekonsha brake controller.

 

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Powerwagon & Old School
What is the part number for the injectors that were used in the these trucks?

Are the injectors for the 92 & 93 interchangeable?

Thanks
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Al

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92LE,Cummins,tach,4x4,5spd,Borgeson steering shaft,

 

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The particular set of injectors that I'm running now are not a "part numbered" set of plug ins. They are a trick set supplied by Ted Jannetty. Bosch bodies, modified pintles, tips, and pop off pressures, and flowed. The 92 injectors are 7mm. 93 injectors should be 7's also, pre91's are 9mm. Contact Ted thru his link in the engine performance section.
I'll mention the pump as being a recent complete rebuilt unit which is turned up 30% fuel, and 20% time. The spill port timing is 1. 35mm at TDC dead. The pump was pro built and bench flowed and balanced. The injectors are an excellent combination with the pump.
Yes all... there is a limit to "turning up" the pump with stock injectors. Don't go nuts with the fuel max. delivery, as the pump will be trying to push a lot of fuel thru the stock injector orifices. This creates "back loading" and heat in the pump, and is hard on the cam plate and immediate components.
Hope this helps. .
For all that want the spill port timing dial indicator setup, SnapOn, Miller, and a few others make a set for the Bosch/Cummins. Not cheap.
I'm sure Power Wagon has seen (and corrected) "pieced together", or "quick" rebuilt pumps, etc. . not pretty. Stick with a reputable shop.
Hope this helps.

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'92 CUMMINS/DODGE 5SPD, 4WD 16cm2 turbo, mod. /maxed pump and injectors, max. flow exhaust, K&N... .

www.turbodieselregister.com/memberimages/r0300343.jpg
www.turbodieselregister.com/memberimages/r0300341.jpg

[This message has been edited by old school (edited 04-22-2000). ]

 

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Finally got to drive it tonight!
Seemed a little more peppy as I was letting it warm up as I started away from my friends house where I picked it up. Nothing out of the ordinary really.....
Then I put my foot down.
All I can say is WOW!!!!!!!!!!!
I've got faster acceleration in fifth than I used to have in third. Breaks the tires loose in second every time.
I really didn't expect such a radical change.
It's still very driveable but hang on when you mash it. #ad

Also happy to report a significant increase in fuel mileage on the trip back home from the shop.
I should mention for you others who asked PW about the mod, I also had my pump rebuilt, and professionally calibrated while it was in for the upgrade.
Happy camper? You Bet! #ad
#ad
#ad
#ad


(I guess I'll have to "modify" my signature as well)


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'93 W250, LE, CC, 4x4, 5spd. , 4:10, Cummins, mostly stock, K&N, 16cm turbo, straight exhaust, Lund visor w/lights, 5th wheel, Gooseneck, H. D. rear hitch, Aluminum everything.

 

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For those of you who aren't familiar, I do not own a shop, but I work for a diesel injection shop. The forums are not for "advertising" or promoting businesses or products by those who are associated with them, so I'll leave it at that. I'm also not at liberty to give out part numbers. Old School has custom built injectors, and we use mostly brand new Bosch injectors from another application.

Don, your pump was merely recalibrated, and given some minor repairs to prevent leaks at the throttle.

I'm glad yer happy with it... let me know how it goes with a trailer on behind #ad




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ICQ 3807791 (BBSMan)Home Domain www.my2kcity.com (Under construction)
Email powerwagon@mymailbag.com
12 Valve Forum moderator and Procrastinator extraordinaire...
Tow-er '65 Power Wagon Crew Cab, Tow-ee '70 Boles Aero 28'

 

[Archive]

Originally posted by mark93:
Hey Power Wagon,

I'm new to the TDR but it sounds like you own a shop. How much do your bigger injectors run for a '93 and are they comparable to the kind Old School has in his '92? I would install them myself. How do you accurately find TDC? I,m thinking that it takes a dial indicator put into the injector hole on the number one cylinder in addition to the one used on the pump. If that is right could you let me know the model/part number of that
gage?

THANKS

Hey, my name's Mark too #ad


Since it's no secret, you can find this in any hot-rod book, I'll give you a quick rundown on how I find TDC. The only custom tool required we built ourselves.

I use the "positive stop" method of locating TDC. This is VERY difficult to do on the 1st gen trucks, because access to the bolts on the dampner on the front of the engine is very restricted. Using the belt to crank the engine moves it only in one direction.

I pin the engine, remove the pump, and then using a magnetic mounted pointer, mark the dampner. Then, I move the engine until the line is about 2 inches from it's original position (pull the pin before you move it, please!) Then, I put in our custom made tool, which installs tightly in the #1 injector hole. This is an old injector, with an adjustable pin that sticks out and touches the piston. I screw down the pin until it firmly contacts the piston, mark the dampner yet again, and then rotate the engine using the alternator and belt until it again touches the piston. Mark the dampner at the pointer yet again.

Now you'll have 3 lines on the dampner, 2 about 4 inches apart, and one near the middle. Measure the distance between the outside lines and divide by 2. That will be true TDC measurement from either end. If the original line matches the measurement, you're right on. If not, you're off by that much. If it's off, scribe a new line.

I then pull the "stop" tool, and rotate the engine until the pin goes in (just over 1 full rotation), and then loosen the mounting screws for the TDC pin and move the engine to the true TDC point. The pin will slide to that point, and then you can tighten it back down.

Yer done!

BTW, I invented this process on my own. I hope nobody thinks I'm giving away secrets here... If I am, it's my own labor... #ad


BTW, almost forgot. The gear that drives the pump will slip teeth while you are doing this. You must set the plunger lift on the pump, lock it in place, and move the gear back to the correct location before you can reinstall it.


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ICQ 3807791 (BBSMan)Home Domain www.my2kcity.com (Under construction)
Email powerwagon@mymailbag.com
12 Valve Forum moderator and Procrastinator extraordinaire...
Tow-er '65 Power Wagon Crew Cab, Tow-ee '70 Boles Aero 28'

[This message has been edited by Power Wagon (edited 04-21-2000). ]

 

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Power Wagon,
I wouldn't ask you to post part #s but can you tell me if the injectors I got are possibly the 300hp Bosch injectors I keep hearing about? Or are they 275hp RV injectors?
Not trying to get you in trouble but I've already attracted some attention around town and I feel kind of stupid when I can't answer folks who ask what type of injectors I went to. :0
Don.

 

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You got injectors that come from a higher-horsepower version of your engine - probably some industrial engine. Honestly, I don't know what they fit. We just scoured the book for the higher HP cpl's and tried out the injectors that fit them. They have the same number of holes and stuff that the 215hp injectors have, but the holes are roughly 15 percent bigger.


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ICQ 3807791 (BBSMan)Home Domain www.my2kcity.com (Under construction)
Email powerwagon@mymailbag.com
12 Valve Forum moderator and Procrastinator extraordinaire...
Tow-er '65 Power Wagon Crew Cab, Tow-ee '70 Boles Aero 28'

 

[Archive]

Thanks PW.
Just thought I'd let you know that I took an overnight trip with my 28' 5er and was very impressed. On flat ground my acceleration is pretty much identical with the trailer as it used to be without one. I have an 8% grade on the way home. About 1. 5 miles to the top. Hit the bottom at 60 and it held right at 60 all the way to the top in fifth gear. In fourth it will still gain speed. #ad

I've kind of turned this thread into a novel but I wanted you to know how she pulled. #ad


Thanks again for your comments.


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'93 W250, LE, CC, 4x4, 5spd. , 4:10, Cummins, K&N, 16cm turbo, High flow Bosch injectors, Professionaly rebuilt and calibrated pump, straight exhaust, Lund visor w/lights, 5th wheel, Gooseneck, H. D. rear hitch, Aluminum everything.

[This message has been edited by Don D (edited 04-24-2000). ]

 

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Wow! I read this post guys, and out the road I went! I gave my truck a run on a section of road about 5 miles from my house---about 1/4 mile, slightly uphill, on a little of a turn... I was surprised... 79 mph. I just messed with my pump a little more yesterday and apparently did something right!(I,m no diesel mechanic) "messed with" pump and exhaust is all my truck has done to it ( the 4:10's may have helped) but I take it I must have bought a pretty nice truck!

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'93 250 LE 4x4 5spd 4:10 Pwr win/loc/mir,cruise, 2-10" kickers/amp, strait piped 4", fuel pump cranked.