AFC Cab control for an RV - Page 2 - Dodge Cummins Diesel Forum
94-98 Powertrain Discussion of components that are directly involved in the power production and all that is needed to get and keep the truck moving . Engine , Transmission Ect...NO ADVERTISING

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post #13 of 17 (permalink) Old 02-24-2019, 04:47 PM
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A set of compound turbos and proper fueling will get you to the top quicker with less throttle input. Like said, mpg shouldn’t change with different parts, just the way you use them. My 95 dually got the same mpg stock at 140 hp as it did with full pump mods, compound turbos, and big injectors at 650 hp but it moved down the road a whole lot easier.

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1998 12v, 4x4, Club Cab, Carli, Thuren, BlueTop, Core 4x4, BD Diesel, PDD 5x.012, South Bend
2012 Laramie Longhorn, EFI by Ryan, Carli, Thuren
1995 Dually, Weston's 5x.016, 4k GSK, 5" FloPro, 255/85r16 Toyo M/T, Goerend, ARP, 60# Springs, BW 62/65/14, BW 75/96/1.10, Isspro, Fass 125, BDP Sump, 7mm DV's, 751 HP 1883 FP Torque on NOS
1998 P-Pumped 24v, 4x4, NV4500 swap

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post #14 of 17 (permalink) Old 02-24-2019, 06:45 PM Thread Starter
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What I am getting from this thread is that my mixture and efficiency are not going to be changed, that all that will change will be the available HP output?

So then I have to ask why everyone doesn't put in the highest profile plate allowing the engine to produce the most HP it is capable of?

And I hope I don't muddy the waters here, do different injectors allow better combustion and increase the fuel efficiency?

MEH! In the end I am just trying to find out how to get the best performance with the best fuel mileage while keeping the system as simple as possible. (I do understand that the way I drive will have a great affect on this.)
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post #15 of 17 (permalink) Old 02-24-2019, 07:14 PM
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Quote:
Originally Posted by kazot View Post
What I am getting from this thread is that my mixture and efficiency are not going to be changed, that all that will change will be the available HP output?

So then I have to ask why everyone doesn't put in the highest profile plate allowing the engine to produce the most HP it is capable of?

Because each profile plate has different characteristics. Some allow tq to come in low and sustain egt through the rpm range. Others give you tq in midrange and ramp egt up with increased rpm. There are more combos. It is also a function of which p-pump you have, which turbo, which injectors. Some people just remove the plate altogether and control egts with their foot.


And I hope I don't muddy the waters here, do different injectors allow better combustion and increase the fuel efficiency?

Not necessarily, too many variables. Changing the timing would allow better combustion and increase efficiency.

MEH! In the end I am just trying to find out how to get the best performance with the best fuel mileage while keeping the system as simple as possible. (I do understand that the way I drive will have a great affect on this.)
Keeping it simple would be a 10 plate as Destroked advised, try a couple different settings for timing and tune the AFC.

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post #16 of 17 (permalink) Old 02-24-2019, 07:18 PM
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Im not up on injector knowledge but there are a couple different nozzle types. There is 5,6 and 7 hole nozzles and 145* and 155* spray patterns. Also sac and vco nozzles. I have ran all different nozzles and spray patterns over the years on different trucks and what netted me the best mpg was a 24v truck that I p-pumped and 7x.010 vco nozzles at vp pump pressure. The 160 pump I used had all the free pump mods, 4gsk, a custom cut 100 plate and 17* timing.

1998 12v, 4x4, Club Cab, Carli, Thuren, BlueTop, Core 4x4, BD Diesel, PDD 5x.012, South Bend
2012 Laramie Longhorn, EFI by Ryan, Carli, Thuren
1995 Dually, Weston's 5x.016, 4k GSK, 5" FloPro, 255/85r16 Toyo M/T, Goerend, ARP, 60# Springs, BW 62/65/14, BW 75/96/1.10, Isspro, Fass 125, BDP Sump, 7mm DV's, 751 HP 1883 FP Torque on NOS
1998 P-Pumped 24v, 4x4, NV4500 swap
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post #17 of 17 (permalink) Old 02-25-2019, 12:43 PM
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Attitude Adjuster and AFC Live are more for trucks that are daily driven but also used for performance apps (occasional street race or weekends at a track, drag racing/sled pulling)
One can tune the pump for smoke free daily use then dial up the power for hot smokey performance apps.
I have AFCL and it has helped with tuning my truck for max pulling power without overly high egt's, but once set it's done and will probably never be adjusted again.
My truck is built for towing, it'll never be on a drag strip and doesn't have a heavy enough clutch to handle sled pulling, 99% of it's use is local hauling and I don't expect to see much different in mpg's pulling loads up hills with 8-12 percent grades in the 6 miles between the two farms I operate, so I want max reliable pulling power with decent mpg for the occasional empty truck only trip it will make to pick up parts or supplies.
For your RV app that shouldn't ever be on a race track or hooked to a sled you don't need many of the performance items you'll read about here and other places.
IMO for your RV use a properly adjusted #10 fuel plate and possibly a set of 3k governor springs will give you 75-100 more hp and 2-300 lb ft of hill pulling torque while maintaining a reliable engine that doesn't want to melt down from high egt's caused by over fueling. Power and torque levels above mentioned could jeopardize the reliability of your RV's transmission.

Mine-04 F-450 SCFB 4X4 drw,5.9 12v 215 Ppump,ZF 6,KYclutch,KDP fixed,gauges,5x12's,15deg,3k GSK,60#,AFC Live, Super B single,Pusher intake,D celebrator brake,07 coil spring front conversion.
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Toy- 64 Fairlane, future 406FE, 3 Holley 2bbls, 4 spd
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