I am new to the forum and looking for some help.

A friend of mine recently purchased an 03 F250 CC with a 12V cummins and NV4500 trans, twin turbos and 5" exhaust. Not sure what injectors are in it but assume big based on the smoke. He lives on a farm and wants to use it for real work, but as it is set up right now the EGT rises faster then the boost and it smokes excessively. It currently has a HTB2 (1462257) turbo on top and a BW S400S062 (171702) on the bottom. Correct me if I am wrong but the top turbo is a HTB2 which I believe is a 62mm help me with the rest of the specs and the other is a 75mm, also not 100% how to read into the rest of the P/N.

It currently begins to boost 5 PSI or so around 1500 RPM and the turbos take off around 1900 RPM with a max boost of around 62-65 PSI. I would like to see the turbos kick in more in the 1300 - 1400 RPM. With this current turbo setup can I make it spool faster and make the EGTs drop, the way they are now you really can't tow much with it, even daily driver you have to watch the temps.

I started adjusting the smoke screw on the AFC and that helped some. What are my options at this point, he was wanting to go to a single, but I was thinking we could get there with what he currently has.

Thanks for your help.

 

Yes. Turn the fuel down. Get a cooler running injector. Something not so drastic. It should light the turbos sooner, and beat the heat issue.

 

Push the fuel plate backwards .. twards the Firewall ... this will reduce the total fuel delivered .. will back the EGT's way down typically .. if it dosent have a fuel plate .. GET ONE !!!!

Not safe to run these pumps with out a plate in them ...

 

It has some sort of air actuated plate in it with a switch in the cab that he calls his GO-GO switch. Not sure how it works other then I am guessing when it is on it is basically running like it has no fuel plate in it. I have driven it with it on and there is a big difference in performance, but EGTs are high both open or closed.

Is it a realistic expectation to see a spool RPM of 1200 or so with the turbo combination he has?

What would be the recommended injectors to look at for it?

I was looking at pulling the AFC off it this weekend to see what was there, if it had been modified or not that sort of thing. What would be a good PSI number to set it at?

Thx

 

a #100 plate should be plenty .. if the sticks are that big .. your gonna need Timing ... Something is outta Whack ...

I think its gonna be a Timing issue .. if its not at least 18* .. Get it there and then start tinkering ..

 

I had access to the truck today so I pulled the AFC. Smoke screw was in 6 turns, I returned it to flush and will begin adjustment once I get it back on the truck. Has a #10 fuel plate slid all the way forward. Odd thing on the AFC foot is that it lacks going 3/8" from full travel. I took it apart and replaced the one washer with a fender washer and then added another spacer washer, but I am still probably 1/8" away from full travel is that an issue? What PSI should I set the post boost at?

The switch in the cab looks like it controls a solenoid that is in between the boost line the intake and the line that ties into the AFC. What would this be doing? I didn't notice a third line on it so I am not sure how it works. Any ideas?

 

It is a #10 fuel plate ground to a #100. Near as I can tell the AFC spring is binding which is why I can't get full travel. Any recommendations on springs? I think it needs to be 40-45 psi min.

 

.. What the Flip did he do in there ... ???

 

Not sure, the kid that previously owned it was only interested in making it smoke and race with it.

I have the tools coming so I can check pump timing, also looking at ordering the DDP AFC spring or a governor spring.

 

What would you recommend for pump timing? 18 to much?