Our new HMMWV's are too heavy for our armor. I cannot disclose the actual weight but for the missions we do they are not enough. On our other 6.2/6.5's (non-turbo) the only thing I can think of is to take out the glass ball in the fuel line (on top of the injector pump), and adjust the throttle stop. Inside of the fuel inj. pump there are some adjustments I can do but I am not sure if I will mess up the sincro. Well on top of that I adjust the trans. kickdown to engauge w/ less throttle. Other than that I have ran out of options.
On the 1114 they are equipped w/ a turbo that mounts on the back of the engine. The only thing attached is a wastegate. Can I take the wastegate apart and upgrade any internals? I know it is not adjustable but if I can somehow cut the top out I can make my modifications and tack weld/ JB weld it back to normal. For my prototype I am just using one at our local junk yard (DRMO for all the military fans) I am not looking to do anything outrageous, just a little extra power for our lead trucks on the convoys.
On our wrecker (984A1) we have a 9.4L detroit diesel (turbo and supercharged). The only thing I have done to that is adjust the idle up to 700rpm (for the AC to actuall work) and the governer up to 2,600 instead of 2,200. This is the only way we can keep up w/ the rest of the convoy. The acceleration is a little slow on that beast.
Lastly, the FMTV's: W/out the programmer from CAT I can't adjust the new electric ones. On the older style the throttle stop is the only adjustment I know of.

If you are reading this and are in the military make sure you get approval from your chain of command before doing any modification to your vehicles. Also, remember that the things you are working can mean a life or death decision for yourself and others.
If you have any tips,tricks, or questions let me know.

Chaseum,

It sounds like you are a Motor Sergeant. Gotta love you guys. I am a former OIF-1 battery commander and I have a pretty good idea of the situation you are in. PS magazine did an article about this 6-8 months ago, but I can’t find the link on the LOGSA site right now.

You are correct in that you will need support from your Chain-of-Command to perform any modifications to your equipment. My recommendation would be to get it in writing from someone with the horsepower to no-kidding authorize it. This will certainly be outside your battalion. God forbid one of the vehicles you “turned up” had any type of mechanical malfunction during a mission and a Soldier was injured or killed. A 15-6 officer from outside the unit would almost certainly be appointed, and during the course of his investigation he would invariably discover that the HMMWVs or other vehicles had been modified. At that point, it would be similar to proving to the dealer that your tuner didn’t smoke your injectors, except with MUCH higher stakes.

I applaud your efforts for working to help your unit. I have spent lots of late nights as a commander in motorpools all over the world with guys performing miracles to keep vehicles running and accomplish the mission. Please PM me if you would like to discuss this off-line. Keep your powder dry.

ATW!
CPT A

Our new HMMWV's are too heavy for our armor.

For the sake of not giving away sensitive information, but so we all have an idea what we're talking about, lets just ball park it and say these up-armored babys tip the scales at about 10,000lbs + crew/equipment.
On our other 6.2/6.5's (non-turbo) the only thing I can think of is to take out the glass ball in the fuel line (on top of the injector pump),

The 'glass' ball in the IP is there to maintain specific housing pressure inside the pump, which the pump was calibrated with. Removing it will dump housing pressure to 0-˝ instead of 8-12. The effect will be the same as running with your HPCA (Housing Pressure Cold Advance) Solenoid ON all the time. If you want to advance the timing, you should do it by adjusting the static position of the Injection pump, Top towards driver's side just enough to compensate for timing chain slack. A line's width advanced is a good place to start.

and adjust the throttle stop.
If you're referring to the throttle lever travel adjusting screw opposite the Low Idle Screw, then don't do anything to it. You won't gain any RPMs or power and you could potentially do some damage to the Min/Max Governor control rod inside the pump.

Inside of the fuel inj. pump there are some adjustments I can do but I am not sure if I will mess up the sincro.
The only viable adjustment that I can imagine you would be considering here is turning up the fuel via the leaf spring.
If you do a conservative increase here, say 1/8th of a turn, you'll get a mild 2-4cc/1000strokes increase in fuel delivery (3-5%). You might notice a difference there, and it won't damage the engine, as long as your careful with replacing the top cover and governor components.

Well on top of that I adjust the trans. kickdown to engauge w/ less throttle. Other than that I have ran out of options.

Again, a mild adjustment would be all you want to change here, cranking the Transimission Velocity cable too tight will raise line pressures a lot and could damage the tranny, and running it too loose will destroy the clutch packs.
On the 1114 they are equipped w/ a turbo that mounts on the back of the engine. The only thing attached is a wastegate. Can I take the wastegate apart and upgrade any internals?
If you take it apart, you will probably be disappointed, its nothing but a cannister with a spring inside. If you're looking to make a little more boost to accomodate a mild increase in fuel delivery, then the best way IMHO would be to add a second spring to bias the Wastegate and hold it closed a little tighter. A medium/light spring is all you need, and this is best done if you can try different sizes on your test vehicle and hook up a boost gauge to see the difference each makes. WG should keep boost under maximum 10-12psi. Anymore and you'll be wasting power spooling the turbo because you won't have enough fuel to justify it.

just out of curiosity, have they changed your overhaul hours since adding armor on vehicles. from talking and reading engines are getting to service faster then $$ to replace engines, so upping HP to meet demand should not be critcal but CYA, those deskpushers hate to point finger at self for shortcomings. is that 9.4L an 8-71, Stewart & Stevens markets marine version where they run turbo past supercharger( use actuator like wastegate reading turbo PSI to open bypass valve) reduces engine load and reduced airbox temp by about 250deg, only problem is they use geardrive housing that raised blower. don't remember how much room you have but might be able to modify intake to divert air. best

CPT A
I'm not a Motor Sergeant, just an E-5 that likes to get my hands dirty. I want to thank for actually working w/ your soldiers because the mechanics seem to work the longest & hardest hours. It shows a lot of care for an officer, or especially commander to show his presents in the motorpool. We were fortunate to have only one that ever did that.
It's funny how the PS monthly magazine gets thrown straight to the trash by most people. I am not saying that I have never done that, but when I did take the time to read certain articles I have seen some pretty interesting information.
As far as the mechanical proplems go, we have too much to worry about than a slight tweek here and there. I have seen some off the wall things happen over here. I was in OIF 1 as well. Ever been on MSR Tampa? Before the reconstruction we use to have axles thrown right off of our trucks. The funny thing is that the soldiers couldn't even feel a difference in the ride.
Well this year is certainly better than last so I won't dwell on it anymore. Hmm only 3 months left!

I think you are still cold w/ the weight but it's okay. I knew how to adjust the timing but I was a little afraid because I have never adjusted a diesels timing before beyond the center line. Is that TDC? Well how will I know if it is too much? Or would it just be a feel type thing? Other question is; If I do that will I have to find another valve w/ the glass ball?
This is the problem I have in the army. I am a fairly new Sergeant and I have the most experience in my company w/ these trucks. I'm only 21 and havn't set foot on a college campus. I would rather get out and learn what exactly I am doing when tinkering w/ these trucks.
I didn't touch the low idle skrew. There is another skrew for a throttle stop. It is just like a setup on a go-cart. There is a skrew w/ a 3/8's or so nut on it to mechanically stop the throttle position.
I really didn't plan on adjusting the inside of the pump, just wondering exactly what was inside. You cleared that up for me.
Last question I have is how to go about taking the wastegate apart? Any suggestions? (don't worry I'm using one from the junk yard)

I have to do a little more research on the blower/turbo. I do know that the blower is gear driven and the turbo sits on the blower. I will post some pics when I get a new mem. stick and bring my camera to work.
I will be gone for a day or two... Another wrecker mission.

Chaseum,
I'm with you about MSR Tampa - that road sucks, especially south of Baghdad where it gets really rough. The 984 wreckers with the super/turbo DD are awesome. My mechanics hooked on to a stranded HETT with a M109A6 Paladin on the trailer with the wheel lift. I thought the wrecker's front tires were going to come off the ground, but it needed to get moved from the neighborhood it was in. You know how some of those recovery missions are... They cranked her up, lots of turbo whistle and black smoke, and got it back to the FOB at about 25 mph. Pretty amazing considering the gross overload. Good luck with your fleet, keep 'em running with 100mph tape and JB Weld and whatever else you can scrounge.
Later,
CPT A (duckhunter)

Geese, you are so right. Last year on Tampa I hooked up to a 915A2 (Frieghtliner tractor) that was hooked up to another 915A2 w/ a full 7500gallon fuel tanker behind it. The top speed was about 30-35. This year I hooked a my retrieval sys. to a 915 that also was attached to a 7.5K tanker and had to drag it about 2miles. Well doesn't sound like much but we didn't have any caging bolts so the operators just had to change some tires later. When I got to where I was going I snapped one of my smaller booms.
This misson I am on is quite interesting: My ignition switch is going out so I have to fight to start the wrecker. One of another companies 915A4's got hit w/ a 155 IED (improvised explosive devise.) Well it's a good thing this was uparmored because the drivers head would have a big hole in it. After I got the truck hooked up I used the crane to pick up one of the axles because the tires were all tore up. We were supposed to come back tonight but under the conditions we'll wait until tomorrow.