Engine/Transmission (1998.5 - 2002) Supercharged

[DCreed]

stock fan hub and pulley. I just had a pulley made that would bolt to the face of the stocker.

 

[AlaskanCummins]

I am really wanting to go back to bio-diesel or WVO. The truck ran great on WVO but the VP-44 realy doesn't like it. Also, I don't see heating the fuel as an option because of the electronics on the VP-44.

How does #1 Diesel fuel ("heating oil") damage the electronics of the VP44? I understand that the fuel cools the pump when it runs, but I don't understand how it effects the electronics.

 

[DCreed]

What he means is: when you run WVO you have to heat it so it will flow & burn. The VP does not work well with heated fuel.

 

[CharlieFoxtrot]

Is the blower really as noisy as it seems in the vid?

 

[DCreed]

Yes. It gets a LOT of attention. The way the sound is on the vid is a bit louder than in person. I have no hood insulation, so it is prolly louder on my truck.

 

[grimesja]

How does #1 Diesel fuel ("heating oil") damage the electronics of the VP44? I understand that the fuel cools the pump when it runs, but I don't understand how it effects the electronics.

Heat affects the electronics. Fuel entering the injection pump at 80 degrees is significantly cooler than fuel entering at 120 degress+) WVO can be ran in our trucks without heating it, but WVO flows and burns best at about 120 degrees. The diesel fuel going thru the VP-44 is normally at or below ambient temperature. In 85-90 degree weather my fuel temperature (according to the diagonistics from the computer using a Snap-On analizer) is normally around 75 degrees. Also, if using heating oil as fuel it is good to know the kerosene blend. My understanding is kerosene does not have good lubricity and can shorten the life of the injection pump and motor. That is why it normally does well blending with WVO.

 

[monkeyman]

I have 90% of the parts for my P pump, worked out TPS with auto, I am taking Cel bulb out! But I modified my pump and adding extra stuff, will start when it gets warmer!

Rick

 

[grimesja]

I'm looking for the parts to Ppump before another VP-44 goes South. The wife is really balking at the idea.

 

[DCreed]

what do you need?

 

[grimesja]

But she doen't know that I have found several of used M90s in the Jacksonville area for less than $200. The problem will be getting the pulley made to bolt to the face of the stock pulley and machining the intake and exhaust ports.

 

[Vaughn MacKenzie]

DCreed thanks for the answers to my questions above. Now to throw more out. . . what kind of boost numbers do you see in normal cruising, say at 40mph or so steady speed? How highway speeds around 70? I assume steady speeds at a slower pace the supercharger is providing all induction air, but does the turbo kick in much on the highway?

Compared to your previous compound turbo setups how does it feel during normal cruising, does it seem to have more "parasitic drag" spinning the supercharger, or does it seem to roll along more effortlessly?

It would be interesting to have a drive pressure gauge on your setup and see how it tracks versus boost and RPM.

If you take a road trip anywhere check your MPG and let us know what you end up getting.

 

[CharlieFoxtrot]

There's a pump on Sarasota Craigslist. Asking $500, seems to be recently rebuilt or modified. No connection with the seller, just saw the ad.

 

[DCreed]

DCreed thanks for the answers to my questions above. Now to throw more out. . . what kind of boost numbers do you see in normal cruising, say at 40mph or so steady speed? How highway speeds around 70? I assume steady speeds at a slower pace the supercharger is providing all induction air, but does the turbo kick in much on the highway?

Boost from the SC is entirely RPM dependent. Works to about 1psi for every 200 RPMs. The turbo IS feeding the SC about 1psi above 2000RPM cruising.

Compared to your previous compound turbo setups how does it feel during normal cruising, does it seem to have more "parasitic drag" spinning the supercharger, or does it seem to roll along more effortlessly?

Since DP is also a form of "parasitic drag" the only difference is zero boost lag. Its hard to describe until you feel it but its a lot like driving an N/A motor with a LOT of power down low. This is a 4th gen SC and very efficient for what it is using only 50hp @ 10psi. If you dont want/need the 10psi, you could rig the bypass to open and it uses 1/3hp to idle the SC!

It would be interesting to have a drive pressure gauge on your setup and see how it tracks versus boost and RPM.

I have a DP gauge in the truck I just moved my wire harness so maybe I'll hook it up and see.

If you take a road trip anywhere check your MPG and let us know what you end up getting.

working on that now. I'm having a hard time not laying on the throttle as the torque curve is addicting. , but with fuel $4. 50 gal. I dont do too many trips :{

 

[JR2]

I don't recall Piers saying that his supercharger system was not worth it, it was just not worth the $$ and time it took. I remember him telling me that it was very cool to have 5 psi at idle and that the truck was very fast on the low end. He built that system for a guy who wanted it and had the $$.

DCreed - very cool setup. Once you get it sorted out I bet you could sell a bunch of them. 5 psi at idle shure would clear up my low end smoke on by Mach 4's.

 

[Vaughn MacKenzie]

So sounds like cruising down the highway at 2000 RPM it's roughly 12psi boost?



For someone not fueled as much as you are could likely benefit from a similar setup, except go with a larger pulley on the SC to shoot for 2psi at idle and 8 or so at highway speeds. That should still get you off the line quick while causing less parasitic drag cruising. Or do like you say and open up the bypass sooner (especially if the secondary turbo is smaller than yours).



Tell me a bit more about the bypass, it's like a flap door inside the SC housing that essentially takes the inlet air and sends it straight to the outlet? Is the bypass pretty wide open (not very restrictive)? The bypass is pneumatically operated correct?



Here's a spec sheet on the MP90 CAPA : Eaton Superchargers



Did you consider the MP112?



New these things aren't cheap

 

[DCreed]

So sounds like cruising down the highway at 2000 RPM it's roughly 12psi boost?

actually 10psi. my turbo is right on the edge of boost @ 2k and starts adding psi on hills.

For someone not fueled as much as you are could likely benefit from a similar setup, except go with a larger pulley on the SC to shoot for 2psi at idle and 8 or so at highway speeds. That should still get you off the line quick while causing less parasitic drag cruising. Or do like you say and open up the bypass sooner (especially if the secondary turbo is smaller than yours).



Tell me a bit more about the bypass, it's like a flap door inside the SC housing that essentially takes the inlet air and sends it straight to the outlet? Is the bypass pretty wide open (not very restrictive)? The bypass is pneumatically operated correct?

look @ the diagram you linked to: the one marked "inlet" in the middle of the diagram you see an oval, thats the bypass valve. It can be operated in any number of ways. mine is tied shut ATM.

Here's a spec sheet on the MP90 CAPA : Eaton Superchargers



Did you consider the MP112?



New these things aren't cheap

I did look @ the 112. I actually had a 122 but the OEMs are obviously not made to fit our trucks and each size larger is just that, LARGER and harder to fit. Also the compressor maps showed the 90 to boost faster than the 112 and I wanted instant throttle response.

 

[Hammer]

Carl...

Seen your set of twins on Kelly's truck at the spring dyno rip,nice work!



How do you think that set-up would work on a CR truck?

I bet I could break stuff with one of those spinning the bottom charger instead of my Silver Bullet. . LMAO!..... Andy

 

[DCreed]

Carl...
Seen your set of twins on Kelly's truck at the spring dyno rip,nice work!

How do you think that set-up would work on a CR truck?
I bet I could break stuff with one of those spinning the bottom charger instead of my Siler Bullet. . LMAO!..... Andy

Thanks Andy!
The CR has some advantages/disadvantages for mounting but yeah, the instant response takes some getting used to. I had the truck w/OD off cruising on the back roads and went over a gentle roll and on the next uphill I stepped too hard and barked the tires when the convertor locked back up! :-laf it can get real hairy in the rain esp if you're used to a laggy single.
I'm working on a set-up that will be the bees knees for the Cummins and will work on ANY year, hope to have it done by mid/late summer.

 

[Vaughn MacKenzie]

Just checking back, done any more tuning on your setup? Have you shot any more video?

 

[DCreed]

I am actually in the process of swapping to a larger SC. The MP90 did a great job but I got a deal on a Whipple Hotrod 2. 3 so the MP90 will be going to cali.
It will be mounted in the same location but level with the engine and I am having an 8rib pulley made so I can use off the shelf blower pulleys. I ordered a 3" to start with and it should yield slightly higher boost #s with higher efficiency. The 2. 3 is rated for 1450CFM vs the MP90's 800, so it will be interesting for sure. I will get a few pics/vids as things progress.