Engine/Transmission (1994 - 1998) High Egt's - Why?

[MDKram]

Reddog1, I was being very serious when I made the statement of going from 3 seconds to 10 seconds using full power. This is a quantum leap for people with EGT problems and the difference in winning the odd drag race!



I am very clear with people who want me to modify their trucks. I first ask what they want more power for. If they say they towing, I explain that 300 RWHP is realistic, 400 is not. The 400 RWHP for towing is attainable, but at a cost only few are willing to pay. I have seen what it takes to lay down 400 RWHP on a water brake dyno. It is not a pretty sight when the owner of a truck who made 500 RWHP on an inertia dyno could barely hold 400 RWHP on the water brake dyno. It makes one appreciate the concept of "duty cycle. "



I fully agree that the false claims are destructive for new BOMBers. I offen talk with guys with different makes of diesels spouting off outrageous numbers to me. "Their boss with a PS has 450HP etc. " I usually smile and exclaim if only I had 450, perhaps I could keep up. Usually my sarcasm goes undetected.



Anyway, I think serious consideration needs to be given to the breathing aspect in terms of the camshaft. This is fairly new and only a sellect few are running/testing cams at this point. It takes time to install a cam and the faint hearted will probably not be willing to take this job on. I am eager to learn more about these new cam designs which seem to be too good at this point?!? Thanks for some great posts in this forum! Marc

 

[Reddog1]

MDKram – In my opinion, everyone has made very helpful post on this thread. I was not completely ignorant on the EGT issue when I started the thread. I must say, I have greatly increased my knowledge base, without re-inventing the wheel. There are those among us that would lead you to believe there is not EGT issue.



Hammer made some comments that I think are valuable for new BOMBers.



I am excited about your comment "10 seconds of full power instead of 3 seconds". It tells me that I am not pi**ing in the wind.



SlyBones has sold me on the Valet Switch. If for no other reason, a safety when towing and bad weather.



Deezul 1 moving the AFC depending on vehicle use has merit also.



Any of these things may be obvious to a lot of guys, but there are many of us that they are not obvious to.





At this point, at the very least, I will install the Valet Switch. If the HX40 deal I am working on does not work out, I will go with a 16 housing, and probably Piers HX35. If I find the EGTs not acceptable, I will probably de-tune.





Would anyone dare to suggest what HP I should expect with the following MODS? What should I expect EGT wise towing? What should I expect EGT wise for the occasional ¼ mile race?



1. BHAF

2. 3K GOV Kit

3. #10 Plate

4. 370 Marine Injectors

5. 3-inch straight exhaust.

6. Timing – 15. 5 degrees

7. 16 cm housing





Feel free to comment on the difference a HX40 with 4” exhaust would make.





If you are wondering why I am BOMBing, it is simply cause I am and old man who wants to cross the street.



Wayne

 

[JJW_ND]

Just an observation??

I hotshotted the first 190K with my truck. Plate slid 3/4 forward and some AFC adjustments at 60K. Maybe upper 200hp. In my case, towing in the upper midwest which has no big hills but lots of open prairie with 20 - 40 mph winds, I have had no problems with high EGTs towing unless I try to rev over 2700 (which I have never had to). RPMS from 1900 - 2400 (my pulling range) would be 1200 degrees or less WOT for hunderds of miles in the wind.



I have had a #11 for about 2yrs now. Two dyno runs over a year apart put down 345 - 360hp. Stock injectors, stock turbo the first time 16cm housing the second. I have made a few pulls with the extra power and have found the same good problem. Between 1900 - 2400 I can not get over 1200. I can get the coolant up to where the clutch fan kicks in on a 90+ degree day but no EGT problems. I have had several trips with 700 miles of nonstop towing making as lot as 5. 5 mpg.



Now lets unhook the trailer and have some fun. Before the GSK (but with the #11) I would hit 1500 on some days in 4th just as gov defueled and in 5th it would hit 1500 at 2800 and get to about maybe 1600 before defueling. Now add 3K GSK and the the numbers still apply but the EGTS just get higher with the high RPMS.



The #11 is 3/4 forward, AFC 3/4 forward (not full forward), some additional adjustment of the No load fuel adjustment, and the Med AFC spring. I know this is not at 8000 feet, but hours on end with open country head winds does allow the engine to be worked as hard as a BIG HILL just without the less oxygen.



IMO, In quest of more usable power, I would use the fuel plate to its fullest advantage. Unlike injectors a plate has allot of built in adjustment. Move forward for more HP and more EGTS or slide back to save the clutch and lower EGTS. Have room for more power, step up to the next plate but keep it centered to check EGTS.



I wish my truck would respond with the same EGTS it does when under a good pull all the time. I would add lots more fuel to get to the EGT limit that I seem to be at or above when running empty or hotrodding.



jjw

ND

 

[Deezul1]

Reddog1

Your spec list is identical to my existing truck with the exception of the 10 plate. You are already aware of my EGT characteristics and my HP is 405 in Texas and 417 in Las Vegas with the #11 plate all the way forward. With the #10 plate I would guess 425-450 HP is attainable but adjusting the cam follower arm in the pump is a must to get the max HP and usually installing GSK will make this a must.

Look at Drawsons sig, his truck is almost what you list also and I think he has a 10 plate.

 

[Reddog1]

JJW-ND - The great thing about TDR, is that we can discuss our unique problems, preferences and objectives with suggestions from others for a solution. I appreciate all input.





Deezul 1 - I looked but did not see Drawsons sig. That might be my blind eye I am using. Maybe he could post a comment on his EGTs.



Any idea why the difference in HP between Texas and Las Vegas ?



My cam follower arm appears ok. Maybe I will check it again. I am making arrangements to get the timing set. The HX 40 of at least the 16 housing will soon follow.





Wayne