Apologies for posting to multiple forums, but as they say "knowledge is power" and power is why we're all here.

I have a 91.5 intercooled CTD automatic in a 93 chevy 1500. Current mods: MasterPower turbo (don't know the sizes), BHAF, open 4" exhaust (straight back),
and ground fuel pin, starwheel turned down all the way. Lots of smoke once I hit the go pedal. Some go, but not much - EGTs goin' up real fast tho.
Only get about 8psi of boost. Lot's of white smoke at idle.

Anyway, recently resurrected the project after a 3 year hiatus (translated: divorce and custody battle) and want to give her (the truck) some Christmas presents.

This is what I'm thinking:

KDP kit
3200 Spring
Fuel Pin (Denny T is looking really good right now) - any suggestions
Water/Methanol Injection (Snow Performance???)
Propane Injection - suggestions/advice???
Replumb the air intake and intercooler pipes (it's a mess right now)

Any comments or suggestions?

carlosrivero71's Sig:

93 Chevy 1500 Regular Cab Short Bed - 91.5 Intercooled CTD Automatic MasterPower turbo, BHAF, 4" straight-back exhaust, No AFC spring, turned starwheel all the way down, full fuel screw adjusted, 366 spring, and DennyT fuel pin

Kdp kit: can't hurt
3200 spring: Absolutly, best 20 bucks you'll spend on your truck.
Fuel pin: Check out M&H Inc. They have a selction of profiles so you can choose which best fits your needs, they are a sponsor on this site, and they are awesome to deal with.
The rest I'm not qualified to answer...but some one will... I promise.

muskrat's Sig:

93 Dodge W250 CTD
Auto Tranny
Tweeked IP
366 Spring
M&H M4 Fuel Pin
H1C/60mm Wheel/14cm Exhaust Housing
4" Exhaust Out 5" Stack

lots of fuel and no boost... you mentioned your intercooler plumbing was in disrepair. it sounds like you have a pretty hefty boost leak. the white haze at idle... well thats the old girls cold blooded traits showing thru. if you'd like to clean some of that up the 1/8" timing bump helps tremendously. i'd stud the head before messing aroun dwith too many power adders. water/meth you should be ok with, propane however i'm not really sure... i'm not up to par on my diesel drugs.

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after you get your boost problem solved look into a nice set of injectors... possibly the best upgrade other than a turbo

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 needs adjustment, M&H M3 fuel pin and timing spacer, 366 spring, air dog 150,3" DP to 4" DP back bully dog exhaust with the front baffle cut out. Soon to be:transmission upgade, turbo and manifold swap, and injectors.

i would definately remove the lock of the fuel screw and custom cut your pin get a 4000k GS and remove your injection head and get it machined to a 14mm plungers and i believe you can do a small amount of tweaking to your diaphragm and get some oversized fuel lines and 6x9 injectors from New Era and youll be set bro and a good S300 turbo

the lock collar on the full fuel screw isnt a bad idea if he hasnt done so already... grinding your own fuel pin only gets you so far as material is limited to work woth. and you dont know how deep is "too deep" if you add filler to the opposite side of the cone. your better off getting an aftermarket fuel pin from M&H or if you dont need as much of a choice for tuning the the denny T is good too. the 366 spring is plenty; the VE drops off fuel in the higher rpms and trying to spin it any harder might just be pointless (internal restrictions). replacing the head, rotor and cam plate is fine for track use; but very unstable and an awfully high wear part to run down the street. tuning of the AFC (your tweaking of the diaphragm) is deffinately a handy tune. overside fuel lines... not so much; i'm not say its impossible to find but i havent seen any oversized lines or heard of anyone running oversized lines on the VE. 6x.009 injectors are actually pretty small i believe... i'm deffinately on board with you on the S300; only problem is... i believe a "factory" S300 is a lag whore. if you get one that the housing,turbine,and compressor wheel has been modified then that turbo is a monster

x2

get an aftermarket pin, it will fuel more then a cut stocker, As said previously M&H has some AWESOME pins, The is no 4000 spring for the VE, there is a 4200 but its not usually a good idea, your pump will not fuel that high up, No point... and you will need alot larger then stock injectors for a 14mm pump, also a 14mm pump is not a DD set-up. Oversized lines dont do crap on a 1st gen, The VE works at to low a pressure and the extra volume drops the pressure even more, 6x9 injectors are teh stock sized injectors in a I/Ced 1st gen.

RSWORDS's Sig:

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Thanks guys. I've looked at the M&H and Denny T pins. I think I'm gonna go with the Denny T and the 366 spring. I've got a MasterPower turbo on it now and it barely gets 8 psi. Don't know the exact config. The shop that did the original swap 6 years ago put it in cuz the stock was doing diddly. This one doesn't do much either. There may be a boost leak somewhere, but it also may be a lag whore as well. Can't tell at this point. I know I'm getting plenty of fuel cuz it's coming out the ass end. It's at the body shop right now getting a massive make over. I'll post some pics of the turbo and the 'quality craftsmanship' in a couple of days.

Just curious.... Why the DennyT over the M&H?

It looks like the Denny T is more aggressive than the last stage of the M&H.

They are pretty similar.

Pictures posted in photo album - http://www.dieselbombers.com/members...-93-chevy.html

I don't know if I would trust a master power turbo, but that's just me.

The_Head's Sig:

1992 Dodge Power Ram 250, PATC 46RH with Suncoast FP, TC and VB, ASA modifieds intake with a BHAF, Boost, EGT, Trans temp gauges, 366 spring, Denny T fuel pin, New Era 6 x 14's, Low Pressure Piston LP, S362 Turbo on a PDI manifold, custom 4" DP & Exhaust, 7.3 PS I/C, and Cooler Tubez... It does ok.

I would not want but so much power... That 1500 IFS is not known for being strong at all.

I would track down the low boost issue. Weather it be a boost leak or a turbo problem.