p-pump conversion...?

[HoleshotHolset]

... . that's my eventual goal. Having WAY too much pump.



Injectors and lines also play into the cc's per 1k strokes equation... . I've come to realize that pump #'s are like flow bench #'s..... they're good for benchmarks but people take them as gospel and do a lot of bench racing with them.



I've seen arguments over air/air intercooler pressure drop readings... . now those can get heated! (No pun intended. )



Matt

 

[TxDieselKid]

Originally posted by Pit Bull

Just curious, how many VP44's do you need to kill before you hit the break even on this conversion?

That is a good question PB, and I will have hard numbers about what Schieds cost this afternoon(friend is intrested also, he is contacting them), I have heard rumors of it being around $4500. Piers, who if i won the lotto I would goto, I heard charges something like $4500 for labor only. But now think if what all Piers KNOWS about these things, no discredit to Schieds, but I have seen Piers' work, and it is meticulous.



So if you go buy Schieds number then it would be around 2, maybe 3 VP44's, or 1. 5 of DD's hotrod VP.



There are lots of advances being made on the VP44 right now, and I am sure that they will be made stronger, and longer lasting.



Andrew

 

[Jetpilot]

Andrew,



Give Piers a call and see what the actual cost is. I have spoken with Piers at length on this subject and I know that the conversion alone is 50 man hours of labor. So its not going to be cheap. Also cabrokr stated there are parts that need to be machined just to make them work..... It is a lot of work but the results for reliability, performance, and fun seem to be unparalleled!



Doug

 

[TxDieselKid]

Doug,

Thanks for the post. I have thought about this, but there is NO WAY I could swing this untill I'm out of college. I am already footing the bill for a DTT transmission, and ... ... ... . Getting a price quote wouldn't be the smartest thing. My girl is already TICKED that i'm getting this stuff before she gets her ring(havn't bought one yet ), and I have been with her longer then my truck has been with me. Plus I might be too tempted to take a semester off from school AGAIN, which I can't do, I got to get out. I just wanted some actual information being discussed, something that isn't happing on those transmission threads.



Bench racing is the best, that way parts never blow, and money never get spent.



Andrew

 

[Evan A. Beck]

Originally posted by HoleshotHolset

Injectors and lines also play into the cc's per 1k strokes equation... .

Hmmm... cc or mm³???

 

[HoleshotHolset]

Evan: ... the E=MC² #'s are what you're after.....



Matt

 

[Evan A. Beck]

*LOL* Theory of relativity... Cool stuff!!!



Seriously though, 1 cc is a LOT of fuel... 1000 mm³. Stock trucks are usually in the 100-110 mm³ range... Just wanting to make sure we're all on the same page...

 

[Jim Fulmer]

BTW, the lift pump for the 12-valve is the least of your worries... . they're about $180 right from Cummins... and they're good to about 500rwhp... . give or take an ounce. After 500rwhp then you have to get the bad boy of all fuel pumps - The Weldon.



Remember my data from the aux fuel system, on a Mustang Dyno at 2500 RPM I was at 475/994 that is were to spun, as of last weekend I'm running 33 PSI of fuel pressure at cruise and it pulls down to 25 at WOT. With the aux system on 42 at cruise and 42 at WOT, The Dyno numbers stink but that is right in line with what Matt is saying. Not taking away from him but I think the aux system is great, it's on when you need it and off when you don't... ... . it's beside the valet switch. This problem of under fueling a 12V seems to be solved, now in time I put a REAL pump on it and test it to the max.



Jim

 

[mgoncalves]

Originally posted by TxDieselKid

My girl is already TICKED that i'm getting this stuff before she gets her ring(havn't bought one yet ), and I have been with her longer then my truck has been with me.



Andrew

So I'm not the only one who constantly thinks about dropping three grand into my truck, but the thought of $1500 for a ring sounds absurd. Since both our names are on the truck, I tell her it's our engagement ring!!!





In my opinion, the mechanical pump will be left behind in a few years. The computer is our friend, besides I wouldn't dream of giving up my ability to turn down the smoke at the touch of a button.

 

[Greg Boardman-RIP]

I'm almost ready to head out to Diesel Dynamics with this new gold card I got in the mail and get her pumped. It seems like it is the next big step. I dont like the idea of No2 or propane. Does anyone think it will still work as a tow vehicle? Or are we talking hotrod only? I still need to "use" it. One more thing, Is 10 large enough?

 

[TxDieselKid]

Greg,

I'm sure that if you told DD you didn't want a hotrod, and just a tower with "The P" they could do it. Just turn down the pump.



Let me know how it goes.



If I did do this, I would not get a mechanical lift pump.



Andrew

 

[Greg Boardman-RIP]

TDK,



Isn't the whole idea to have all the power. I must be near 400-450 HP now. I am thinking 600-650 as a daily driver. Would that be able to tow. Does Joe D tow with his?

 

[BFC]

Originally posted by Greg Boardman Does Joe D tow with his? [/B]

Unless you can tow DD's dyno I doubt it... ..... :-laf



Glenn

 

[TxDieselKid]

Greg,

Joe does tow a little Airstream, nothing major. How much are you looking to tow? 600-650hp is a lot of towing power? How fast do you need to get up over that hill?



I think it really depends on how your air is set up more at that point. Turbo efficiency plays a big role, as well as port/polish head and exhaust manifold. As was stated by someone above, the head can be made to flow, but the exhaust manifold needs to be able to flow just as well. Many say they see a reduction in EGT's with a cam swap out also. Remember heat is what spools turbos, and towing with 600-650hp can create TONS of heat. Bottlenecks in the flow of the air are a big road block.



Andrew

 

[Greg Boardman-RIP]

I guess I need to explain.



I tow horses, hay, railroad ties... ... on a regular basis. But even more often I am bombing down the road on level 5x5. I am looking for a healthiers setup that I can tow with as well as blow you doors off. Greg

 

[Greg Boardman-RIP]

BFC,

I didn't know they had a mobil dyno.

 

[Pit Bull]

At 600 rwhp, how long will these engines last? 50-100K miles?

 

[Joseph Donnelly]

Stock lift pump, feed lines, banjos, fuel filter and housing. Enough for 633. 8 hp.

Mebbe my Airstream doesn't weigh over 6000 lb, but how fast can it go up the mountain

Who else makes 600 hp, single charger, diesel only, street/hunting/towing truck? Stop scaring Greg, DD will do right by him. From what I have seen in the past, I believe they will deliver what they promise.

Despite claims about 24 valve airflow, it is harder to control egt's with a P pump on the 24 valve than on the 12 valve. Suggests the airflow is not as good on the overvalved head. Cummins had it right in 1997. 12 valves rule.

 

[TxDieselKid]

Joe, I think your right about DD doing it right, and I of all people have no room to doubt your knowledge on this subject, even if you do fail to realize that the 24v can make more power.



I actually think they had it right in '98, the block had a better way to return the oil after the turboS.



Andrew

 

[Joseph Donnelly]

More's the pity if 24 valves can make more power, because they haven't. It's also easier to talk 600 than deliver. Come to May Madness and find out who talks the talk and who walks the walk.



I know about the second turbo oil drain provision on the '98s. Sure, twins are an instant 100 hp gain it seems



But, I don't need the extra drain (at least, not yet ). It's more fun to make power with a stock type setup, using a single charger, and a lag pig at that. In fact, I'm so depressed that my HX55 has been called a lag pig that I had Pius make me an even bigger turbo Ya oughta' see the adapter plate it takes. Took me half a day to make it.