Curiousity again... Why did the EGTs go way up with the GSK? If it does that, why put it on there if you can't use the power? I'm sure I'm missing something, but thats why I'm asking...

Joel

 

Well, with the stock torque converter, the RPM's would just go up to 2800rpm and sit there when i mashed on it.

Before i put the GSK in, it would sit at about 2400rpm when i mashed it.

The extra fueling and the fact that it was sitting at 2800rpm from the loose converter was the biggest part of it.

When I got a good converter in the truck, and advanced the timing, the EGT's werent a problem anymore. The advanced timing helped it stay a lot cooler in the higher RPM, and the tighter converter helped it not need to be in the high RPM like it was before. I could run it through the 1/4 and right at the end it would be sitting on 1300*.

So, the long of the short was my timing was too low to make use of the higher RPM that i was turning with the GSK, and the converter was too loose and it was pretty much letting the motor stay revved past the range where it is most efficient.

As you can see, I dont have that free rev problem now

http://www.youtube.com/watch?v=gBz-BoaLqPs

But, my EGT's will sit on the peg again

Eric

 

Well, Cat is now gone as of this morning. I can hear the exhaust more, but that could be just because of the cat itself, not that it's clogged. I looked through it, but as all cats I've looked through you can see a little light through it.

I took it for a test drive and it did produce the most boost I've ever seen unloaded. I left it in 3rd gear locked and stomp on it, got around 30-32 psi. I locked up 4th gear at 1700 and stomped and was pulling 25-28psi with EGTs around 1100F max. It appears this has helped me. With that said, I won't believe it until I tow with it. I'll know in a couple weeks when we leave on a trip. I'm leary as it still seems like HelenaTDI has more exhaust than I do and described my problem... but I'll give this a chance..

I want to slide the plate the rest of the way forward, but I really should just wait and see how this next trip goes and then decide so I know if I fixed it or not. In reality, I am not looking for a race truck, but my goal is to set the cruise at 65mph in OD on the highway and never kick it off. In the moutains, I'd love to just cruise up the passes at 40mph in 3rd locked, but I would accept 2nd locked if thats what it takes.

Joel

 

The cat was my issue. I just did a 800 mile trip (and next week I'll be driving back) with the 5th and this made a huge difference. I can set my OD at 60mph and it'll muscle up the hills without me toggling OD off. Although at that speed I can only hit about 22psi, it I am at 1700-1900 seems to get up closer to 30psi. I'd like to see it fuel more at 1600RPM. I don't see any smoke ever now except when you first press on the peddle.. then it's a haze then clear quickly... so I think more fuel would be good.

If I move the plate forward would I get more low-end fueling, or would that be a Governor arm adjustment?

Joel

 

With my 98, pulling a 7K trailer, 35psi was pushing a steady 1100°-1150°. Coming over I90 to Snoqualamie pass, there were a couple times I had to get out of it, but that was usually when some slow jackhead would get in front of me. Surprisingly I held 71 mph the whole way up Snoqualamie, and never got much above 1100.

I won't go above 1250°, and try to keep the EGT under 1200°.

I would try an intake, ABSOLUTELY a 4" turbo back exhaust (not for you Helena). The only thing I can think of is getting the #10 plate from TST, and the adjustable boost elbow that comes with the kit. I can push 42 or 43 psi from my stock turbo, but 35 seems to be the sweet spot for hill climbing.

I made it up Lookout pass doing 50mph, but the gross weight of the truck and trailer was 18K. Not to mention that my dumb **** took the last exit before the climb began, and the 90 West entrance dumps you right on the uphill... Man I hate that 3-4 split...

 

Glad to hear that you got the problem taken care of! Its amazing how much a clogged up cat can hurt the power/EGT's.

As for more low end fueling, you can loosen your starwheel up, and slide your plate forward. Either one, or both together will give you more bottom end fueling.

Eric

 

I would try lossening up your star wheel first, a half turn at a time. you already have your plate slightly forward. I find this makes a difference on my truck when I need more low end grunt. It is also quick and easy to do.

 

I've been adjusting the AFC to reduce smoke already. But I am more talking I about hitting 22-25psi MAX at 1500-1600RPM, and to go higher I have to get the revs up. Once the charger is lit, it will not go above that point at the lower RPMs...

Starwheel I don't believe, unless I am wrong, is going to help after the boost is already 20+ psi?

Joel

 

How much power are you expecting at 1500 rpm.? We have somewhat similar trucks, although I do have larger sticks. At 1500 rpm, my power is just starting to come on. At 1600, it`s pulling pretty good. At 1700 rpm, it`s pulling real hard. This is where my stock clutch started to slip. I have my adjustable boost elbow set at 36 psi. max. At WOT, the boost gets to max, very quick, then drops off as the rpm climb.
This is my experience, with my truck as stated in my sig. If you are looking for lots of power, at real low rpm, you will need advice from someone with a lot more knowledge than me.
Hope this helps.........Terry

 

Well 1700 rpm would make me happy, I dont actually know what i want other than what I think I want in order to make the truck drive exactly how I want... I suppose that makes little since. I dont know what the norm is for boost threshold rpm on these things. I see people talking about hitting 32-35psi with mild mods due to the fueling, but never at what RPM. I was assuming they aren't running unlocked converters to get the rpms up while towing, and locked It takes until around 2000rpm-2100rpm to get close to 28-30psi with the 10 plate in the middle. Is that normal, or what? I seems at 1500-1600, I've got lots of room on the pyro and the boost just stops at 20-22 at those rpms.

Joel

 

You just need to slide your plate forward then in order to get more fuel. Also, a #0 plate would help because your #10 limits fuel on the bottom end. Sliding it forward may get you where you want to be though.

You are correct in that at 20psi, the AFC shouldnt matter, as it should be moved out of the way by that RPM anyways. You just need more fuel from sliding the plate forward now.

I know with my stock turbo, if i started rolling into it at 1200rpm i could have 35-40psi at 1400-1500rpm. It would pull hard down there too. With my HX40 it has moved up to around 1600rpm before i can get it going that good. Max boost with both turbo's was 40psi.

Eric

 

I did notice on the trip back as I changed altitude my EGTs were hotter than on the way there. I live @ 5500 ASL, and I was going to sea level and back last month. EGTs as I got closer to sea level were exactly what I want... however once I got back towards this altitude, while my EGTs were way better, they still aren't as cool as the lower altitudes.

I think that has a lot to do with how my truck acts when comparing it to what people say here. I think with exhaust mods, some tweaking etc, I can do better, but I think the compressor map on the stock turbo has a lot to do with high altitude pulling...

Any input?

Joel

 

Hey Helena, I've got a 12v guru up in Kalispell that is AWESOME!! PM me- the boys in Missoula are pretty proud of their new building, and want to pay for it with the first five customers

I just ground my plate to a 100 profile myself this weekend; looks like she will be pretty warm- I can hit 1300 unloaded and 34# of boost. This is slid forward, along with the housing and starwheel. yep, a "little" smokey

I will hook to a trailer soon and will let you know how that turns out.

 

Just sent you a PM. Thanks for the heads up.

 

35 PSI at 5500 ft. is really spinning that little wheel!

That's a safe boost level at sea level.