How much smoke.
i ain't rite
Joined: Mar 2005
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From: Marlboro Mental Hospital.
black smoke out of the pipe has nothing to do with exhaust temps.
if the truck is burning the fuel properly, it will not smoke.
but the exhaust temps can still be dangerously high. that is why you need to put a pyrometer on before messing with the fuel delivery rates.
my 02 will give a healthy puff of smoke on takeoff with the fuel turned up to 140hp full race tune, and then burn super clean.
but it will also push the exhaust temp to over 1600º if i stay in it.
my 88 is set for a slight puff on takeoff, then burns clean through the rpm range. it tops out at 1100º pulling hills, and runs normally at around 750º
if the truck is burning the fuel properly, it will not smoke.
but the exhaust temps can still be dangerously high. that is why you need to put a pyrometer on before messing with the fuel delivery rates.
my 02 will give a healthy puff of smoke on takeoff with the fuel turned up to 140hp full race tune, and then burn super clean.
but it will also push the exhaust temp to over 1600º if i stay in it.
my 88 is set for a slight puff on takeoff, then burns clean through the rpm range. it tops out at 1100º pulling hills, and runs normally at around 750º
Post Fiend
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From: concord ca
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TIA.
Post Fiend
Joined: Nov 2003
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From: Nutter Fort, WV
The internal screw adjusts the max fuel rate, how much fuel the IP can possibly pump with each stroke.
The screw in the video adjusts how aggressive the IP is about increasing the fuel rates at lower RPM's.
Hard to explain.
Not sure which screew you are talking about at the rear of the IP, I think you are talking about the govenor alignment shaft though.
Not good to mess with that one since it is what the linkages inside the govenor that control the fuel flow slide on to keep them in alignment and govenor springs where they are supposed to be
The screw in the video adjusts how aggressive the IP is about increasing the fuel rates at lower RPM's.
Hard to explain.
Not sure which screew you are talking about at the rear of the IP, I think you are talking about the govenor alignment shaft though.
Not good to mess with that one since it is what the linkages inside the govenor that control the fuel flow slide on to keep them in alignment and govenor springs where they are supposed to be
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Fitting a boost gauge along with a pyrometer gauge today , this truck has gained some power since i turned up the IP , will also find out how much the turbo spools , tis a standard Garrett that came with the truck from factory.
Thanks.
Post Fiend
Joined: Nov 2003
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From: Nutter Fort, WV
That sets the internal IP pressure.
The internal IP fuel pressure has a big effect on the timing.
For instance the timing advance solenoid closes off a vent passage, increasing the internal fuel pressure which in turn advances the timing.
As engine RPM increases, the fuel pump in the IP increases the internal fuel pressure, again advancing the timing.
The only thing that counter balances the timing advance caused by fuel pressure increase is the lever on the outside of the IP that runs from the throttle shaft down to the plunger on the bottom of the IP.
When that plunger gets pushed in when you press the throttle down and manually retards the timing.
Mechanical IP's are a balancing act.
Get to far out of balance, you fall down.
The internal IP fuel pressure has a big effect on the timing.
For instance the timing advance solenoid closes off a vent passage, increasing the internal fuel pressure which in turn advances the timing.
As engine RPM increases, the fuel pump in the IP increases the internal fuel pressure, again advancing the timing.
The only thing that counter balances the timing advance caused by fuel pressure increase is the lever on the outside of the IP that runs from the throttle shaft down to the plunger on the bottom of the IP.
When that plunger gets pushed in when you press the throttle down and manually retards the timing.
Mechanical IP's are a balancing act.
Get to far out of balance, you fall down.
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Ok , this is what i got now the boost/pyro gauges installed , no hills & truck empty.........
Idle , 750 rpm...200* egt/.5 psi boost
1500 rpm........ 400* egt/ 2 psi boost.
2000 rpm.........600* egt/ 4.5 psi boost
2500 rpm.........800* egt/ 8 psi boost
3000 rpm.........800* egt/ 14 psi boost
No smoke on hard acceleration or anytime , only smoke is when floored from lights , this smoke only lasts a second or two , considering i don't use this truck on gradiants or pulling loads maybe i can adjust IP another 1/4 turn? , to be honest it runs fine as it is.
These readings were with foot to the floor from standing start.........boost gauge is plumbed into snail hat , pyro is installed into drivers side down pipe , wastegate was disconnected for this test.
Idle , 750 rpm...200* egt/.5 psi boost
1500 rpm........ 400* egt/ 2 psi boost.
2000 rpm.........600* egt/ 4.5 psi boost
2500 rpm.........800* egt/ 8 psi boost
3000 rpm.........800* egt/ 14 psi boost
No smoke on hard acceleration or anytime , only smoke is when floored from lights , this smoke only lasts a second or two , considering i don't use this truck on gradiants or pulling loads maybe i can adjust IP another 1/4 turn? , to be honest it runs fine as it is.
These readings were with foot to the floor from standing start.........boost gauge is plumbed into snail hat , pyro is installed into drivers side down pipe , wastegate was disconnected for this test.
Post Fiend
Joined: Nov 2003
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From: Nutter Fort, WV
Looks like I would block off the waste gate port and run it like it is.
I am going to guess that 1/4 turn will be to much.
One thing to remember, do not bottom the internal fuel screw out.
If you do, it might be OK, or it might schear off the IP drive shaft.
What makes the difference is how much injection pressure builds before the head lines up with an injection line port.
Not worth the risk since the IP core value will be nothing with a scheared drive shaft.
I am going to guess that 1/4 turn will be to much.
One thing to remember, do not bottom the internal fuel screw out.
If you do, it might be OK, or it might schear off the IP drive shaft.
What makes the difference is how much injection pressure builds before the head lines up with an injection line port.
Not worth the risk since the IP core value will be nothing with a scheared drive shaft.
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