Scourge Pump & TST plates, HP & Torque

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Does anyone have any better torque & hp #'s for the 2 products? I wonder how the Scourge pump compares to the advertised TST data. Here is the data I received from TST:

The following TST Power Kits are offered for the '96-'98 12 Valve 215 hp Ram
Diesel 5 speeds:

Kit # Rated Power Peak Torque
Stock 215 hp @ 2600 rpm 440 lb-ft @ 1600
PK12 230 hp @ 2600 rpm 605 lb-ft @ 1600
PK11 280 hp @ 2600 rpm 685 lb-ft @ 1600
PK10 330 hp @ 2600 rpm 750 lb-ft @ 1600

I'm wondering what the torque curve for the SOTN Pump & TST plates looks. I wouldn't want all the torque to be generated too high in the rpm range.

By the way, try plugging these figures into the Torque X rpm divided by 5252 = hp, or torque = hp x 5252 divided by rpm equations. If you plug in the PK12 plate #'s, torque = 230 x 5252/2600, you get 464. 6 ft-lbs. If you use the other equation to figure hp, hp = 605 x 1600/5252, you get 184 hp. Huh?

Am I correct in assuming that the hp figure comes from the dyno & that's the starting point to figure torque?



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Money Sink - 96, 5 speed, SLT, 4X4, LWB, Ext Cab, ISSPRO pillar, TST 280/685 all the way forward, Delvac 1 & Amsiol, Injectors, K&N, Monicas silencer ring removed, Exhaust brake, 4" CAT back & CATless, 4" chrome turn down straight out back, Mag-Hytec, 3:54, 235s.

 

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Forrest

You might be assuming that the torque curve is flat, but it isnt. The curve has a good hump shape to it, peaking at 1600 and coming back down as rpms increase.
If you overlaid the two charts on each other, the hp would be under the tq before 5252 rpm, the same right at 5252, then higher, no matter what the "shape" of the curve looked like.

 

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Forrest, I was getting a nice flat torque curve on my 98' 24V after mods. However, it does appear that the reason was the TST re-write of the ECM. My dyno curves b4 the ECM had that familiar 'spike'. This makes me wonder [like most of us] what the heck DC did to the program on our trucks. Or what is the reason for the 'spike' on any 5. 9.
http://www.toys-4u.com/ramit/upgrades.html#injectors

The above url shows how flat my dyno was on the 98 with the different ECM program.
I would think that a spike would give our drivetrains more of a stress then a smooth delivery of that power, true?

I know its the 12V that is in reference but I am wondering how we can smooth out the 'spike' on the 5. 9.

EH?

 

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Just about everyone gives two points on the torque curve, because they are too lazy or cheap to publish the whole curve.
So you get two highlights: a peak torque figure at a lower rpm, and a peak hp figure at a higher rpm.
You can calculate the torque at the higher rpm but it will be less than that at the lower rpm.
Peak torque generally occurs at the lower rpm because engines typically are more efficient at pumping down there.
If you have a flat torque curve it is because the vendor forced it to be that way by making changes to the governor, be it mechanical or electronic.
DC has been doing this for years, creating opportunities for the aftermarket to sell you parts that restore the torque curve to it's "natural" hump-backed shape.
Phew.

 

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Maybe DBR can help out on this one. If he'll dyno his truck on a Mustang or Dynojet unit as it is right now & then again after I rework his pump we'll all have some good data to go on. How about it Daren?
SOTN #ad

 

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Just a quick update:

The good news - Piers contacted me by email and I accepted the offer last Thursday. On Friday, I drove down to Dynamic Diesel in Lynnwood and had my truck evaluated on the Mustang Dyno.

The bad news - the software for the dyno just wasn’t working. I showed only 208 hp and 750 tq @ 1300 egt at 2000 rpm. Then on the 2500 rpm run I was only showing 211 hp with 530 tq @ 1260 egt. It was at this time that we determined the dyno was amiss in its readouts. Lyn, the shop owner who operated the dyno, could not load the truck any further. We stopped the run and found that the dyno’s electromagnetic brake was glowing a nice bright red.

Despite having lost 4 1/2 hours in driving round trip for a malfunctioning dyno, there was a bright spot in the day. I was granted the privilege of meeting some really nice people (Lyn and his wife, as well as their son, Steve) and enjoyed socializing about our shared mechanical passions. Those of you in the Lynnwood area needing some truck work may benefit from looking them up (425-778-5366).

So, where does that leave us now? #ad


(Enlighten me, oh Powerful Piers, what does SOTN mean?) #ad



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97 SLT 2500, 5sp, 3:54, 285/16, US Gear Overdrive, HX40-16cm, 370 injectors, #10 plate, full 4" exhaust

[This message has been edited by DBR (edited 05-03-2000). ]

[This message has been edited by DBR (edited 05-03-2000). ]

 

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DBR,

Bummer on the readings. The Piers dyno was probably closer to the truth, don't you think? By the way, is your #10 plate centered?

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Money Sink - 96, 5 speed, SLT, 4X4, LWB, Ext Cab, ISSPRO pillar, TST 280/685 all the way forward, Delvac 1 & Amsiol, Injectors, K&N, Monicas silencer ring removed, Exhaust brake, 4" CAT back & CATless, 4" chrome turn down straight out back, Mag-Hytec, 3:54, 235s.

 

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Piers,
How about that P8500???? How much HP could that generate? How is it different than the P7100? Thanks.

Michael

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'00 2500 RAM, RegCab, 4x2, Cummins, 6-spd, Driftwood/Agate...

 

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Forrest, I’m sure that the BD dyno was far closer, at least I hope! The Mustang dyno wasn’t working the way it should have been. The owner Lynn did thank me for confirming that the dyno needed software correction. Not only was he not able to load my truck up further due to the overheated electromagnetic brake, but the mph readout was off by as much as 8 miles per hour. The dyno was showing 44 mph at 2000 rpm direct (4th) compared to the truck showing 52 mph when on the road. There was little to no smoke from the tires. The only time the tires showed some smoke was on the last of several long dyno runs. The truck was on the dyno for over almost 2 hours, with 6 runs total I believe.

On the other hand I have to be fair and say that the BD dyno had 64 dyno runs before I did my run. The dyno did sit for about 20 minutes to let it cool off with water running on the brake to help cool it down. I would say with confidence that I am at least in the very high 300 range, using 1350 egt as the limiting factor. I have thought of trying the 18. 5 housing to compare the difference in low-end response to my present 16 housing. I’m getting pretty hooked on the upper end pulling power when playing around town.

On a different subject, I removed my cat and muffler with a straight pipe to see how just loud it would be. I just returned to work from a long vacation and the first thing said when I pulled in the plant was ‘who’s driving the tractor” I’ll be putting the muffler and cat back on tonight, in case I want to try to sneak out of work early on Friday. Didn’t see any egt reduction from the straight pipe over the cat and muffler. The cat is pretty free flowing if you get my drift.


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97 SLT 2500, 5sp, 3:54, 285/16, US Gear Overdrive, HX40-16cm, 370 injectors, #10 plate, full 4" exhaust

 

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Daren, SOTN is a nickname HVAC gave me. It stands for Scourge of the North #ad
There is a fellow in Maple Valley that has a Dynojet dyno, wanna try again? If your getting hooked on the top end power now, what are we going to do with you after the gov. mods? You'll have a new hobby, talking your way outa tickets #ad
Michael according to my Bosch green book the P7100... . 8000 pumps are capable of up to 1150 bar pressure [pump side] and 70 KW of power per cyl. The PF pumps are capable of 1500 bar & up to an incredible 1000 KW per cyl. Must be a big ass piston on that ship #ad

Piers

 

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Piers, I just mapped Maple Valley on Yahoo, 118 miles from the house. I won’t be able to head down until next weekend (possibly Friday the 12th). I would like to be able to do a pre and post run like we discussed originally for some good comparison. So that would cancel this coming weekend. I’ll give you a call tomorrow to discuss the finer points. DBR