The big question is how much power do you really want?
Most people answer that question, with all I can get. The correct answer is how will you be realistically using this vehicle, and how much your drive line and wallet can stand.
If you wanting a true daily driver, and not a purpose built competition only truck, then the biggest bang for the buck is to build a basis foundation that you can work with later on in additional add-on’s, if you want a pure race motor, the same is also true.
First and foremost, the motor needs to be properly machined and Clearance. This is critical, and unlocks a great deal of power you already paying for in the combustion chamber, but not getting to the flywheel.
Next air flow, air flow, and if I did not mention it already, air flow. The potential for air flow gain, is incredible, in a Cummins, it is the single most important factor in making these motors make safe reliable power. The old school thought of boost will over come any obstacle, is so out of touch with reality, I have seem this on the engine dyno with air flow in the measured air flow thru the turbo chargers , a increase in boost , dose not always mean a corresponding increase of cfm of air in the motor .
In a 24 valve, I would spend a big portion of you budget, on the cylinder head, and a detachable intake manifold, this facilitates porting the head.
Next in importance’s is the pistons, start with a good ring package, and poly dyne coatings, cutting the pistons for extra piston to valve Clarence if you every want to go bigger then a drop in cam. . These piston and ring packages start with stock good old Cummins pistons, no need for the aftermarket pistons , till some where higher then 1100 or 1200 hp if done right.
Next the p-pump was great in its day, and necessary on big hp tractor pulling motors, where the extra fuel is needed, not to make power in the motor, but to fuel the turbo’s and create basically a diesel fueled turbine engine to drive the compressors. .
For any street machine realistically a VP 44 pump ,or Common Rail system are far better choices. The pumps that Brady at Industrial Injection is working with will support bigger numbers then most could ever live with and their new CR pumps will overshadow even the mighty p-pump when some of the new designs give the ability to rev these trucks up.
Finely every thing in balance, do not put the biggest and baddest trick of the week, component on you truck, unless you plan on matching the other parts as well. Build something you can live with, and have fun with
Greg Young ZZ fabrications, 940 337 4275
Ray Little RayMac 817 477 0682
Brady Industrial injections 801 972 0476
Attention: TDR Forum Junkies 
Oo.
I'm shocked that ANYONE would recommend keeping a VP44! That's just a problem waiting to happen.
