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600hp and rpm's

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Does anyone know of a computer that will
give you 600 hp and 4000 rpm's? I don't
want to have the old pump put on just to
get higher rpm's I thought that the pro
edge comp was programmable to whatever
specs you needed?
 
nope, not at that RPM on a 24 valve. You would have to generate 790 ft*lbf to make that ammount of power at that RPM. Better look at Propane and nitrous. Since the max rpm on the ISB is 3500 you need to make over 900 ft*lbf

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http://www.mudrunner.sites.cc
 
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600 Hp is a possibility. Sport Bike is very close to this number (ground Hp). We should know in a couple of weeks. This is a very pricey venture though. 600Hp seems to be the cap though. We can't get any more fuel out of the VP44. Right now he has twin turbos, custom PMAX, another secret, custom injectors that flow 300% more than stock. New thicker head gasket (drops compression ratio) Head work. Intake work. Custom fuel delivery system. It should be running again next week. He just had another clutch done up.
About 4000 RPM's? Take a shovel and some oil dry to clean up the mess when the bottom end goes. Or at least a spare head gasket, and all the necessary tools.
 
DD you forgott about HVAC... He has over 650 and he still has the VP44 in fact I believe it is the original one.

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TAZ... 2001 2500 SLT+ 4X4 Auto ETC Cummins, LSD 3. 54,Quad Cab, Long Bed, Agate Leather, White/Driftwood Exterior, Sliding rear window, Camper Special Group, Towing Group, Cab clearance lights,SPA-Technique Digital Dual Gauges (Pyro/Boost, Trans pressure/temp) Aux. Backup lamps. BNM 5th Wheel Hitch, Additional Body Molding on Bed. Line-X bed-liner. DTT's TC & VB, Pac Brake, Power Edge, Edge EZ, Grover Air Horns

2000 32' Aljo Triple Slide 5th Wheel.

http://www.ramtaz.com

Add on's to come: any other Ram Runner required modifications...
 
actually I don't think he had the propane on in that dyno run HVAC chime in here would ya

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TAZ... 2001 2500 SLT+ 4X4 Auto ETC Cummins, LSD 3. 54,Quad Cab, Long Bed, Agate Leather, White/Driftwood Exterior, Sliding rear window, Camper Special Group, Towing Group, Cab clearance lights,SPA-Technique Digital Dual Gauges (Pyro/Boost, Trans pressure/temp) Aux. Backup lamps. BNM 5th Wheel Hitch, Additional Body Molding on Bed. Line-X bed-liner. DTT's TC & VB, Pac Brake, Power Edge, Edge EZ, Grover Air Horns

2000 32' Aljo Triple Slide 5th Wheel.

http://www.ramtaz.com

Add on's to come: any other Ram Runner required modifications...
 
I copied/pasted this from the ford dyno event in Vegas. .

posted by hvac:
Today we ran a bunch of trucks including my lil red roadster. We were doing well with a 35 hp increase on the baseline (did some midnight tuning which the hotel security didn't find acceptable). Next we ran the fueling box and we jumped to 500 and change. We then added a dash of alternative fueling and some racing air for a total of 650 rwhp

It doesn't really say if it was propane, nitrous, or both... . but aternative fueling was used. (could it be alternative fuel=propane and racing air=nitrous?)

[This message has been edited by Rob Hanson (edited 03-22-2001). ]
 
Has anyone ever seriously looked at a way to extend the 24v RPM range? I know some of the bombed 12 valvers are running over 4000 RPM and the 24 valvers are supposed to be capable of more. I'm not sure what the design limiting components would be. I would think the guy who was working on the ECM project might be able to find a way to do this though.

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98. 5 2500, 24v, QC, 4x4, 4. 10 LSD, short bed, Line-X liner, tow package, camper suspension, Westin nerfs, camper shell, TST PowerMax3, 275 RVs, ProComp A/T 305/70/R16s, EGT/Boost pillar gauges... Love my Cummins, no love for Dodge

[This message has been edited by Vaman (edited 03-22-2001). ]
 
Here is what HVAC posted on the Ford site:

HVAC
Member
Member # 5882
Member Rated:

posted 03-13-2001 10:36 PM
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No no noooo! Sickly, don't make me use auto math or I will be at 944 hp or better We did 644 with a glitch in the propane system. I went from 515 on diesel to 581 with lpg. That's about 40 ponys shy of normal. I filled the tank Sunday morning and maybe I should have perged it to get the air out. I'll work the bugs out of the propane system and turn the twins up for May Madness.
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Posts: 272 | From: Half Moon Bay, CA | Registered: Mar 2000 | IP: Logged


Well, 644 isn't over 650 #ad
so my overvalved cousin is struggling with propane, nitrous, and twin turbos. That very trying 44 pump, even with multiple boxes and reprogramming, just won't do what the mighty P7100 does (so easily?--easier said than done!)
644-609=35 hp extra with all that junk #ad

609-515=94 hp advantage to the real deal, the P7100 #ad

HVAC, maybe it's time you left the dark side and put a real pump on your overvalved engine. That'd fix your rpm problem too #ad
Then all you would need is the real head. Get rid of those Briggs&Stratton sized valves!
12 valves rule!
Time to sneak back to my side #ad
 
Joe,515hp is not bad for a stock VP44. I,ve made 525 with mine. But there is still room for improvment. I don,t think 600 is out of the question. We will see in a couple of weeks when I do some dyno testing. Sickly will soon have some company at the 600 hp mark. (My pump is still completely stock,for now!!!!!!!)

John/SP
 
TST can custom program a Powermax to rev to the moon if you want. The problem is the pump won't take it. They program their street boxes to defuel at 2700 rpm and be back to stock power by 2900 rpm because of that. I'm going to risk things a bit by getting one to fuel to 3200 rpm because I hit 2700 rpm 10 mph before I hit the end of the 1/4 mile. Call TST ( http://www.tstproducts.com ) and ask for Mark and he'll take care of ya!



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-Steve St. Laurent - President of the Great Lakes TDR
'98 QC LB (CMNSPWR), 4x4, ISB, 5sp, 4. 10 LSD, TST Powermax3, 275hp RV injectors, Joe Donnelly modifed Sachs Clutch, custom ladder bars, SW fuel pressure gauge, BD exhaust brake, Isspro turbo temp monitor, front Draw-Tite receiver, rear Draw-Tite class V receiver, BFG 285/75R16 AT KO's, (all the common stuff clipped)
 
Steve,That will help a little but the problem is the ECM. It starts to defuel at 2750. If the powermax is set up for 93% fueling,that is what is added to the ecm,s signal. At 2750 the ecm starts to send a lower fueling number which the power max adds it,s 93% to. At 2900 the ecm,s fueling number is even lower and the power max still adds it,s 93% to. As you can see the real problem is the ecm. Marco has been able to defeat the rpm limit. The test units are fueling up to 3200. That would be your best way to solve your fueling problem.

John/SP
 
That can be gotten around too SB - they can change the fueling rate at any point along the map. This is just pulling numbers out of the air (NO accuracy - just using round numbers to make it easy) but let's say at 2700 rpm the powermax is adding 100% (doubling the fueling rate - let's say 200 hp stock, 400 hp powermax), at 3000 rpm let's say the stock ECM is down to 50% of what it was at at 2700 rpm, you just add 400% to that number (100 hp stock, 400 hp powermax). I'm certainly not an expert on this but I'm pretty sure that's an accurate explanation from my discussion with Mark when I was there a few weeks ago. Doing it through the ECM would of course work as well. Is Marco giving any data on the duty cycle of the solenoid in the fuel pump with the ECM changes? I know TST allows a max of 55% duty cycle on the solenoid (street versions - 65% for comp) and then it defuels as well so as to not fry the solenoid. Just thinking out loud here . . . this is ALL second hand knowledge.

-Steve


[This message has been edited by Steve St. Laurent (edited 03-22-2001). ]
 
This is great! Horsepower wars. We have had over/undervalved wars, post wars, and now hp wars. Finally the boredom is gone #ad

I agree, 515-525 ain't bad--poor Sickly was stuck at 510 for a while and it was "adequate" #ad
for in-town driving (parking lots) #ad

The real point is to find out what the pumps can do, and it's fun to push each other to greater numbers, purely in the interest of research #ad

I guess I had better push on to 700 (on diesel fuel only) just to further the research effort #ad
 
Gary, I was using a single Holset turbo #ad

AFter it spools up, the dyno run takes only 1-2 seconds so there is no time to look at irrelevant things like egt #ad


Sickly feels insulted by the smoke accusations #ad
and wants me to remind the smug overvalved cousins that the inside of their tailpipes has the same soot = product of combustion of #2 diesel fuel. Air + fuel = power + soot #ad
Also if it is so easy to get hp out of the p-pump, tell me where to get the next 91 hp for Sickly #ad
 
Sickly is tryin' a hustle #ad

Twin P7100s feeding the the front 3 and back 3 cylinders separately, with a specially fabricated over valved c******* h*** that utilizes twin direct injection and Tecumsah valves instead of Briggs and Stratton.
Why can't we get an electronic "BIG P" pump?
 
Hey Joe who is accusing Old Sickly of smoking #ad
Let me at them it all depends on what you compare it to, a stock truck well it probably smokes a little. Or compared to a forest fire it doesn't smoke hardly at all. #ad
As a matter of fact I think Piers is sending me a box of smoke as we speak. lol
 
HVAC is using nitrous and propane to achieve that number. Joe D got 609 hp on #2 only. He has a 12V of course.

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1996 3500 Clubcab SLT, auto, 4. 10 limited-slip, TST #5, 370s, AFC spring kit, Psychotty, Dunrite converter, Trans-Go, DiPricol EGT, boost & trans temp. gauges, 9 ft. aluminum flatbed and tool boxes with Venco dump. Custom front bumper, Hadley air horn, PowerVision mirrors & 4" Stack Exhaust.
 
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