Engine/Transmission (1998.5 - 2002) Dang it, I still can't decide - need more advice

[Hohn]

Ha! That would put my little Ram 2500 about 2600# OVER it's GVWR, just based on tongue weight.

SOMEbody needs an FL70 or M2

Don't be afraid of the T word. Though, given your history, I understand your concerns.


Anyone wanna ask TJ about how well a timing box stacks with a Banks setup???


jh

 

[ThrottleJockey]

Ha! That would put my little Ram 2500 about 2600# OVER it's GVWR, just based on tongue weight.



SOMEbody needs an FL70 or M2



Don't be afraid of the T word. Though, given your history, I understand your concerns.





Anyone wanna ask TJ about how well a timing box stacks with a Banks setup???





jh

Jeez, don't ask. (Sigh) :{ :{

 

[NoSeeUm]

{snip]

Injector size is hugely important in towing because of the "T" word I dare not utter in this thread. It will ruin this conversation and I for one, am enjoying this discussion.

{snip}

Keeping secrets is a larger mistake. I have a good idea about what the "T" word is, but its just not right to make me guess.



Jim

 

[ThrottleJockey]

:-laf :-laf Timing.



Hohn is right, it wasn't timing alone.



It was a young and stupid BOMBer, A HUGE fifth wheel, big injectors( a bit of a timing advance), an Edge EZ (more timing) AND an Ottomind fueling box(more timing, I think?) a HO pump (higher pressure, more timing) high compression pistons (on the HO) and a 5% grade in upstate NY at 68 mph.

I didn't blow my headgasket.





I murdered it.

 

[Hohn]

Wasn't there more carnage to the engine after that fiasco? I thought I remembered some kind of piston carnage or meltdown in general.....


Excessive timing is bad.

Excessive timing and huge loads is muy worser.

 

[ThrottleJockey]

Oh yeah...



After the headgasket exploded all the oil wanted to go visit the coolant and vice versa. The oil got angry because it couldn't cool the piston so it left. Pieces of headgasket were lodged in the piston cooling nozzles. If I was the oil I woudv'e been mad, too.



Then the pistons got hot (Number six and number five)and grew a little from the heat. They started eating the block... .





Schied's Kent Crowder helped me put it back together, so did Piers, Mr. and Mrs. Van Haisley and the famous Bruce Mallinson from Pittsburg Power.

 

[Hohn]

OOO! Kent Crowder touched your engine! That has to add at least 100hp alone

I think his truck has more HP in one cylinder than my whole engine makes!


So, to keep this thread somewhat on track--- I HIGHLY doubt that the timing effect of larger injectors is substantial enough to be a risk at higher loads. Static timing has a MUCH greater effect on the cylinder pressure curve than does the rate-of-discharge. Or at least it seems it would have to.

Even Mallinson himself (of "NEVER ADVANCE TIMING ON A DIESEL ENGINE") fame installs larger injectors on his Cummins builds. Surely he would not do so if he felt that the ROD change from injectors would substantially affect overall timing.

Mallison believes quite strongly in retarding timing and raising boost to compensate-- and also in lower compression.

Too bad no one knew back in the day that the "HO" truck was actually worse for performance, with it's smaller injection pump and higher compression

 

[NoSeeUm]

Jim,



Thanks for the link. I have a feeling that I may end up with a bigger turbo, with or without an injector upgrade. I'm not taking my VP-44 to the dealer for a warrenty claim because I tapped the wire. I don't blame the Comp for the pump's demise, but don't think I'll go the tap route again either.



Neil



P. S. Oops, I shouldn't have said that about wire tapping, now that you bought the TST With the Comp on the upper levels and a hard run, I could not clear the smoke. The HX-35, even over 30psi, doesn't flow enough volume for that amount of fuel. So that brings us back to the turbo question... again.

I got to re-reading this thread again. I was only able to run the TST for one day. But during that time I tried like hell to bust my VP44, it survived (at least so far).



I was also checking for smoke during hard WOT runs, and there was virtually none. This was with Smarty SW9 and the TST on level 9 (max). I found that a little amazing. I am thinking that cam must play its part, because the digital boost display on the TST was basically 0 psi --> 5 psi --> 32 psi. I won't be surprised if I launch the turbo first. But its still all new to me.



BTW I am starting to look into replacing the stock intercooler, but I am trying to determine the EGT reduction compared to water injection. The price is about the same.



Jim

 

[NoSeeUm]

Just to update this thread for all the players that gave me advice. I got the TST back a couple of days ago. The problem was only in the remote, as it was not indicating a defueling condition. I have the R45 remote, which defuels on EGT.



So far I really like the TST, smooth power and it is still laying me back in the seat at 85 mph (no more public highway 100+ mph runs for this guy ). The TST waits just a bit on boost. So very little, if any, smoke as well.



As a side note for potential buyers that use the Smarty. I understand that the R45 will defuel past stock. To do this it essential tries to fool the ECM into an over boost condition. As far as I know, the Smarty programing has no boost limiting functions. So this effectively side steps the TST efforts to defuel past a stock setting.



Thanks again;

Jim

 

[Boondocker]

Thanks for the update, Jim.



I've talked to Mark Chapple (TST) several times at May Madness events. I've come so close to buying one, but some reservation always won out. I'm surprised but glad to hear that you don't smoke when turned up all the way. Maybe it's the cam?



My first thought on EGT reduction was an intercooler. But I can't find any good info on the subject and there aren't many aftermarket intercooler choices. There are a few, but I can't find a body of supporting information to convince me to replace an otherwise perfectly good part. (Not that I've ever done that before :-laf)



Water, water/methanol injection has proven cooling and power potential. But it's track record isn't long enough to make me comfortable that there aren't some bad side effects from burning something besides diesel and air. Incorrect calibration can cause "cylinder wash" and put out the flame. Plus, it's a complex system, with tank, pump, hoses, wires, switches, sensors, nozzles, calibration, and driver manipulation to operate.



I'm still thinkin' hybrid turbo from I. I.



Neil

 

[Bud's]

i run the 275 sticks , smarty . tst pm3, ported ats and super b turbo

smarty on 5 tst on 4 when towing ,

i drive with the cruse control button , no turbo barking , no egt issues at 25k lbs ,go over the passes all the time i can turn it up if needed ( ford or other dodges near buy ) i love this set up and yes i can speed way to much



i like it better than my wifes b1-2 , ddp 90 hp jammers sticks and a comp box



i think my wifes truck would run better on mach 4 and tst

 

[ThrottleJockey]

Yep, Bud...



Your'e lettin' the secret out! Smaller sticks and a bigger turbo is the ONLY way to tow with more horsepower.



I just pulled a 15,000 pound fifth wheel over the mountains in western Maryland (Hwy 68). The smaller ones I could do in overdrive! The big ones I kept it in direct @ about 2000 rpm. EGTs were 1000* and I could easily maintain 60 mph.



A longer fuel injection pulse is the key. Not a big, short spikey one.

 

[NoSeeUm]

Neil, well actually I have run it mostly on 5. I am still feeling out the performance. The rate at which my stock turbo spins up worries me. It is like instantly 30 psi and up on the waste gate. I am sure the cam helps, but I have nothing to compare it too.



So far, turning the TST up beyond 6 SOP has not much effect in acceleration. The engine just gets really loud and the drive train groans. This is not a good zero to WOT mode just for the the heck of it. It is much better to roll the throttle on as opposed to using as an on / off switch. Top speed pull is way improved, though.



I'm am still thinking along the lines of Bud and TJ mentioned. That is going with smaller injectors, like maybe only Mach 1's. However, I am still a air over fuel guy at heart and that will be waiting on a bigger turbo of some sort. I keep thinking I need more air to use all the TST's potential. I don't want to over rev my stock turbo too many times.



So far, I am extremely pleased with the Smarty TST match up.



Jim