My truck fuel hard down low, REAL hard... TOO hard. Thinking about ditching the DennyT Stage II and going with a M&H M2 to try and hold off some of the fueling... Problem is the M@ does not look to have as deep a cut as the rest...



Thoughts? -

RSWORDS's Sig:

M3 buddy i was considering the 4 durring the free give away but i think the 3 is where its' really at. could talk to ALWAYSWORKING and see if the deepest cut is the same as the M4 or M5; if not see if they can do a solid and cut one to the same depth just with the M3 ramp

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to tell ya the truth the ammount of travel that it actually takes for response from the pump is minimal; IMO running the M3 with the smoke screw backed way off and spring turned down this'll keep ya at low fuel like the M2 but give you plenty or response to boost; which hopefully will keep you from gettin hung out to dry on the low end from lack of fuel. which can be easily countered thru a 1/2 to full turn of the smoke screw -

tower_ofpower's Sig:

One thing i learned in college: DON'T!!! stick your fingers where you wouldn't stick Mr. Happy 89' W250, full fuel 1 1/2 turns, smoke screw flush with the lock, stock pin mildly ground, 1/8th timing bump whole truck refreshing in progress. Soon to be: fuel pin, 366 spring, smooth wall intake tubes once i actually start stock piling some money, turbo and manifold swap, 4" exhaust; 5 if it'll fit. and nozzles.

I like the cut of the M2, want to keep as much fuel as possible out of teh pump till teh last second. -

to my understanding bobby; you have to add fuel to create more gasses to drive the turbo; if you're adding too much fuel then yes i can understand it defeating the purpose but at the saem time too little for the ammount of air that you have is also going to hinder peformance. the M3 is just my preference as it looks agressive with out turning everything into a smoke show. my thought process tells me by the time you get enough boost to effect the pin to the MAX it may have slowed spool and you down... kinda like kickin yourself in the nads; its a neat trick if you can do it but finding out you can do it isnt exactly the best thing

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ever thought of a valet switch? -

where can i get a m5 pin -

go to the home page; and the request a price forum... in the subject say what you're looking for and a sponsor will drop in; more than likely tell ya they sent you a PM and they'll contact you thru the e-mail on the site -

I am way over fueling on the bottom end, Puts the fire out... I need to remove a crap ton of fuel on teh bottom. I can spool teh turbo fine with teh boost line to teh AFC blocked, but it hurts on teh tp end doing that... -

well; kinda figured that'd be the purpose of the valet switch man... hold the fuel off dump the switch and burry the pin talk with M&H see if they can cut that M2 deeper for ya so you dont lose the fuel on top -

I think that would be pretty violent on the pin... All that pressure at once.... I'm gonna run a boost fooler on the boost line to the AFC also... -

boost fooler sounds like a good alternative or maybe a really small orfice to restrict air flow and delay boost to the diaphragm... the boost fooler is going to do the same thing as the valet... maybe not as instantaneous. but what about the bleed off when the pin is supposed to return to "low fuel" i know the boost elbow or fooler has a small weep hole but if you rock out of the throttle; lose boost and rock back in the pin may still be held in a deeper fuel setting causing more lag and excessive black smoke... but with any kinda of performance; gotta lose some to gain some -

If your wanting to sell that denny t lmk -

jmono33's Sig:

1990 Dodge D250 R/C, Non I/C Cummins, 727 auto, autometer gauges, ground fuel pin, pump tweaks, straight pipe *waitin for 366 spring to be installed*

if you don't mind me asking rswords, why do you want to get rid of that fuel, i can see to reduce smoke, but that also will reduce boost to won't it or am i mis understanding. -

DieselPerformanceGuy's Sig:

1992 dodge CTD,auto,RCLB, w250, 170,500 on the odometer,5x.014's , 366 spring, pump maxed, 1/2 turn from runaway, bully dog fuel pin, bully dog 4 inch exhaust, asa modifieds intake, auto meter boost and pyro gauges, isspro 4k tach, and a new 62/65/12 s300 turbo, soon to have an AirDog fuel pump.

as i said before too much fuel can be a problem and as rswords had explained with better termonology it can actually hinder the flame that is produced by the combustion. which means it leads to more inefficiency than it does power; until of course you see the higher boost levels... he wants to keep the top end fuel that the denny T provides but he'd like to reduce low end fuel as it is hurting his spool up, if you get the right ammount of fuel for air that is present at low end then you'll produce more gasses thru complete combustion than you would from excessive fuel and an incomplete burn. more gasses will porduce higher drive pressures, greater force to drive the turbo sooner and so on. i doubt he has to worry about boost anyways for what he's running a single silver 62 is one hell of a charger -

yea, a new one is like 1800 bucks and i've heard they're amazing. -

all of the fuel pins ahve the same full fueling, in the picture the M2 is turned a little different so it looks thicker.

M&H Inc. -

Alwaysworking's Sig:

white-'91 350,4x4,getrag 5speed,SB3600DD, swapted in a 92 cummins do to head gasket failure,60/60/12 wg, p/s intercooler,3" tubes,twin ram intake,366,fuel screw in M&H fuel pin(M2) and timeing spacer,gauges,4inch exhaust,20mpgs