More Power/Engine upgades?

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I am new to the TDR and was wondering if anyone out there could give me some advice about getting some more power out of my current setup. I have tried turning the fuel delivery screw and adjusting the idle back down but the black smoke was more than I thought was acceptable. I am at 5000 feet here in Idaho, so generating too much heat with extra fuel is also a concern. Here are my current mods...
91 1/2 (fact. intercooler) D 350 5. 9 cummins with banks exhaust, banks turbo, pyrometer,and boost guage, K&N air filter, B&G injectors, Pump removed and recalibrated to 1. 44mm Optima dual battery setup, warn 9K winch, snugtop shell, bedliner,custom front and rear spring packs and overloads, Power Lock in rear differential, KYB gas adjust shocks and steering stabilizer, Sony CD player, new clutch, u joints, brakes, alternator, spider joints. The truck is still very tight considering it has 230,000 miles on it. I run dello 400 15/40 and change religiously every 4K, but I could sure use some more power and paint as well!

 

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Welcome Pat.
Sounds like you've got a pretty nice package put together already, so I'll have to let the big dogs reply to your power concern. Good to have a new 1st. Genner in the group from out here in Gods country.

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'93 W250, LE, CC, 4x4, 5spd. , 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. My Rigs

 

[Archive]

Welcome Patrick!!!

Well I know some of the big power guys are gonna chime in but, there are some minor adjustments that I made to take care of the same symptom.

It does depend on when you have the heavy smoke, but adjusting the aneroid or smoke screw is important. Screwing out the aneroid will help get rid of the low RPM blasts, but will reduce the off-the-line power.

The adjustment that I found did the most was the full load fuel delivery pin. The pin is attached and driven by a diaphram under the cap of the aneroid/smoke screw. There is a punch mark on the top of the pin. Noting the bench setting, adjusting it in the clockwise direction to 3:00 (12:00 being front of engine) seems to be the best setting for me. In historical posts "Hot Pre-93" by Big Donhad a better description of the adjustment and how the pin affects fuel delivery. There is also a "star-wheel" under the diaphram that pre-loads the spring on the diaphram. Too little pressure will let the fuel be dumped too early, thus smoke. Increasing the spring pressure (turning the wheel counter clockwise I believe) will delay the fuel delivery until higher boost is achieved.

These adjustments allowed my truck to either smoke like a steam engine or as little as a gas engine. It all depends on the way you want the engine to behave and what you will tolerate for smoke. The BD injectors helped get rid of alot of the smoke, and allowed for more aggressive fuel admission. I would think that your injectors would have the same charactoristics.

I am jealous of those with intercoolers!!! I can roast this puppy without even trying. With the intercooler you should be able to be fairly aggressive with fuel, at least more so than I have. Without the intercooler I have about 230HP based on 1/4 mile top speed calculations.

I hope this helps!

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Jason's Lil' Mack - 89 D250LE 2WD 5 Spd 3. 54 Reg Cab. K&N,"tweaked pump", BD Hi perf Injectors, Banks Pyro/Boost, 3. 5" Exst tail section straight. 23 Lbs boost.
E&M Custom seats. Bosch H4, PIAA 80W/80W HdLites. 100W Drv,55W Fogs.
229,000 miles (366,000 Kms) 7550 Hrs.

 

[Archive]

Well, you've found the fuel delivery screw, now you want to adjust out the smoke.
The "Hot Pre 93" topic has a few posts and links to adjusting the fuel rate pin, and the AFC starwheel.
You may want to back off on the fuel delivery adjustment also.
Your timing (spill port) on the pump should be optimal at 1. 35mm.
I'm not familiar with the B&G injectors, could you elaborate a little? are they BD's?

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'98 Cummins 12v, 2500, 4WD, 5SPD, 3. 55, Cummins 300 injectors, JRE III kit, 4" turbo to tip exhaust, boost/pyro, 2 1/2" HD coils and rear spring kit, HD upper/lower control arms, Big Medicine. Got Diesel.

 

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Patrick... You're a long ways away to travel here to Eastern Oregon... Seems you need to back off the timing to 1. 3 to 1. 35 instead of where you're at. I've had several people tell me it contributes to smoke to be too far ahead.

Also, instead of cranking the fuel screw, you'd be better off with injectors that flow more, and then fine-tuning your pump to cut the smoke. You need free flowing exahust and air filter and in your case, probably a 12 or 14cm2 housing on the hot side of the turbo to get lots of that thin air over there crammed into the intake so you can burn the fuel.

Well, that's my free advice...



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ICQ 3807791 (BBSMan)
Please visit Land Speed Record Pages at www.my2kcity.com/lsr
Email powerwagon@my2kcity.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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Hi Patrick and welcome.

Power Wagon and Old School really know what they are talking about.

I installed some injectors that Power Wagon recommended-WOW.

In my short experience with a Diesel engine I notice the more smoke the more power.

When I drive at 5000-8000 feet smoke is WAY more than at sea level. If the engine had an absolute pressure sensor (mechanical or electronic), it could cut fuel (and power) back at high altitude to avoid smoke and high EGT but still deilver full fuel for low altitude driving. But the VE pump delivers the same fuel amount no matter what the altitude.

Altitude does cost power and the only way around it would something to get more oxygen in the motor either with more boost-Power Wagon's post, or with an agent (nitrous oxide, etc).

Your smoke tolerance will set your power level.

Right now I've got my pump set as follows:

Full Load Fuel Screw: 1 1/4 to 1 1/2 turns IN from stock.

Diaphragm: At MAX.

Diaphragm Spring: VERY TIGHT.

AFC Smoke Limiter: FULLY BACKED OFF.

Governed speed: 3250 rpm.

The net result of these settings is that I get the most power possible at full load with "tolerable to me" (read as "quite a bit of") smoke during low RPM hard acceleration. However by "easing on the power" smoke is almost non existent-pretty neat. In 4th gear going up a steep on-ramp boost got to 20 psi at 1500 rpm-have'nt heard the drivetrain growl like that before!

At any rate you've got a good setup and you can only improve it visiting this site. #ad





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'93 W350 Club Cab, Bright White, 5 sp. , 130K, Factory Options: Bucket seats replaced with factory split bench, LE, 4. 10, Limited Slip, 7600 lb. rear springs, tachometer, front stabilizer bar. Mods: Banks stinger plus, Linex bedliner, 25,000 lb gooseneck ball, 10,000 lb receiver, Tekonsha brake controller, POWER WAGON injectors-WAY faster than stock!.

 

[Archive]

Originally posted by old school:
Well, you've found the fuel delivery screw, now you want to adjust out the smoke.
The "Hot Pre 93" topic has a few posts and links to adjusting the fuel rate pin, and the AFC starwheel.
You may want to back off on the fuel delivery adjustment also.
Your timing (spill port) on the pump should be optimal at 1. 35mm.
I'm not familiar with the B&G injectors, could you elaborate a little? are they BD's?

Old School-thanks for the info. I was told the injectors were D&B's. The injectors are marked 59Pg KDAL 8965. They are supposed to offer greater flow than the OEM injectors. I don't know much more about these injectors. They were about 85. each. Where can I find info or a diagram about adjusting the AFC starwheel for smoke?

 

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Patrick:
Good informative reading at: http://www.ecpe.vt.edu/~dfritz/technical/DIESEL/more_power/POWER_ve.html
and http://www.tstproducts.com/pump_adjustment.html
Adjust away.

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'98 Cummins 12v, 2500, 4WD, 5SPD, 3. 55, Cummins 300 injectors, JRE III kit, 4" turbo to tip exhaust, boost/pyro, 2 1/2" HD coils and rear spring kit, HD upper/lower control arms, Big Medicine. Got Diesel.