Engine/Transmission (1994 - 1998) Wrong cam plate? problem or not?

[HKnutsen]

Hi



I live in Norway where I drive a 1997 2500 ctd auto. I have just mounted a TST cam plate. I now see on the invoice that the part No is "pk 10", and I suspect that I have received the #10, which is for 96-98 with manual transmission.



I also see on TST page: http://www.tstproducts.com/index.asp?PageAction=VIEWPROD&ProdID=31 that the manual har Stock injector orfice 0. 105 where the auto has 0. 095. Is that the only difference on the engine?



Do you think that I have got the wrong cam plate, and if so, is that a problem, or can I simply replace the injectors? The transmission has to be fixed anyhow, so I could live the the extra power.



What do you think?



Any tips regarding injectors?

 

[champspa]

you have 180 hp injectors now. go with the 215 injectors and a no. 10 plate will be what the chart calls for . If it was me I would return the 10 plate for a 8 which will be just right for an auto .

 

[Jim Fulmer]

Actually the number reference chart that you are referring to is on that..... a reference. Even TST will tell you to follow that chart! The #10 plate will allow a softer bottomend to protect that stock auto you have and the top part os the curve will allow a little de-fueling to control EGT's.



My opinion is that the #10 should be used in almost any pump but more so in the auto's. It is definitely the most versatile.



Jim

 

[Bob V]

If you put in a Governor spring kit the # 10 works well with it no matter what configuration you have.

The actual # is stamped on the camplate, did you happen to see it?

 

[HKnutsen]

Thans for your help.



I had a mechanic do the job, so I did not see the number of the plate, but I am fairly certain it is a #10. I have also found an old chart from TST that shows the #10 as an alternative for 1997 auto. I do not know why that is left out now. Maybe because of the weak transmission?



It looks like I will just keep the plate, get some gauges, 4" exhaust, and have the auto done. The next step is maybe bigger injectors. Am I right? Any tips?



I also see on the forum that Governor spring kit is recommended together with the #10 plate, but I do not get the full picture. From what I see, it will let me have higher RPM, but will that help me? and how?



How much HP/lb-ft will these modifications give me?

 

[Joseph Donnelly]

The TST#10 torque plate allows more low end and mid range fueling than the #8 which is usually recommended for an automatic 180 hp truck. The #10 pulls back a little fuel at top end compared to the #8. They were originally designed for the 215 hp and 180 hp pumps, respectively. The Air Fuel Control module (the rounded box above the torque plate) also controls total fueling (vs. boost level), so the added potential fueling of the #10 at low end and mid range rpm may or may not be achieved. However, there is the potential to deliver too much fueling and torque for the automatic transmission unless it is heavily upgraded. In the 215 hp engine, the #10 plate overwhelms the stock clutch around 1800 rpm, for example.



Along with the high rate of fueling comes excessive exhaust gas temperatures unless a larger turbo and possibly other modifications are performed. Four inch exhaust may help a little,but the small stock turbo exhaust housing is even more restrictive than the catalytic converter and muffler.



The reason the #10 works well with the governor spring kit is that the stiffer springs cause the governor "rocker" to ride lower on the torque plate at any given rpm. this rocker is connected to the fueling rack and hence controls the time interval of fueling made available to the injectors. Thus, the plate that caused fueling enrichment over 1500 rpm may not allow "enough" fueling until, say, 2000 rpm with the governor kit. The high level of low-rpm fueling allowed by the #10 means that its enrichment still comes in at lower rpm ranges where it is wanted.

 

[bmoeller]

http://piersdiesel.com/CamPlate.htm