Diesel power mag did a story about a first gen cummins, I think it was project "rust bucket", they were able to get around 500horse on #2 and several more from NOS but never-the-less from a VE powered truck!

SO, this made the wheels start turning and the grey matter start churning and i was thinking, Hey, if they can P-pump a 24valve, why not try a VE pump also? Its been proven to have the capability to make some decent power (while compromising reliability? Maybe so.) What is great about the VE style is its ability to change timing. While a compromise is made to lock the p7100 timing for certain style of driving. What do you guys think?

 

Biggest thing I think would be working out the Injector lines ( though I swear somewhere I saw a conversion somewhere ).

I wonder if they ever made a 24V VE pumped Industrial engine?

I would almost rather have the VE pump than the P7100 ( sacrilegious I know )

 

I'm curious--why?

Is it the dynamic timing of the VE?

 

They seemed to get better fuel economy, and quite frankly, they are smaller, seems like there is more room to work on the engine. I also like the idea you can change your timing much easier........ Guess the older I get, the more old school I become.

Don't get me wrong, I am not about to change out my 97 for one, but I would probably go VE if I had a 24V.

 

[QUOTE=patdaly;3078787]Guess the older I get, the more old school I become.

I hear that. I think the hardest thing to figure out would be the injector lines. What about the timing cover?

I like the idea of the VE pump given its proven reliability (which is always the concern when BOMBing) but the most appealing aspect of the idea would be the variable timing. If only I had the money...

 

We currently are in the midst of this conversion. Lines were easy to come buy, just had to order them from our supplier. I had to reset some injectors for the 24V, we moved the pump gear, and will have to dial it in once the truck is running.

1976 C/K30 Crew Cab Short Bed

 

Fuel mileage, easy to make power, reliability, and cost.

 

I`m still in the process of doing just this very thing. I`m using the new hamilton 181/210 cam to get the fuel pump lobe, then the V/E timing case goes right on the V/P 44 engine. I learned the hard way that the VP44 case has a shoulder ( about 5/8") on the back side where the pump bolts on, and the VE case is flat. to make up the difference, you need delivery valves from a NON-inter cooled VE pump. they are `bout 5/8" longer than the I/C delivery valves, AND they have larger holes in`em, .100" and the IC valves have .075" holes. to get the VP44 lines to fit the VE valves, you turn down the 12mm threads to 3/8" and thread`em 3/8" fine thread. then get some round stock, drill/bore it out and thread it 3/8" NF, cut it to the distance from the hex face on the DV to the last thread on the DV, put some red loc-tite on the threads and tighten it down. then turn the O-D down to 14mm and thread the out side 14X 1.5 mm thread. then the VP44 lines will thread right on to the VE discharge valves. you are just making steel sleeves on the VE DV`s to fit the VP44 injector lines. My HARD lesson in all this is I had the IC DVs modified and figgured I`d just bend the lines to make up the 5/8" difference, that was goin` to be a pain in the butt. then I heard `bout the non- IC DVs, and had to pay my machinist to make me another set of bushings for the longer DVs. I hate when that HAPPENS !! Reiff diesel rebuilt my VE pump, installed a 3800 spring, and drilled and tapped the front of the pump housing to retain a washer that will keep the front seal from blowing out. I`m going to run a piston lift pump and 1/2" id lines from the tank to the VE pump. I want large volume of fuel at `bout 16 to 18 lbs pressure to keep up with the 7x .014 nozzles I had put in my 275 injectors, I also had the pop-off in the injectors set down to VE pump specs. I`m using an `06 exhaust manifold and HE 351CW turbo. also l`ve got a second Gen inter cooler to put in my `70 suburban 3/4 ton 4x4 with its 2400 allison trans. I was goin` like gang-busters, then tore a rotator cuff tendon and now it will be this spring before I get this project done. will keep youall posted when I get back on track.

 

Please do, with pictures if you can. This always intrigued me......

 

Never thought about the VE, There are a ton of youtube videos of P pumped 24 valves, some sound pretty darn mean!
http://www.youtube.com/watch?v=xgC7LN2j_FM

 

I have read a number of times threads theorizing installing a VE on a 24-valve- very cool to see a couple guys actually doing it! jtamulonis and 1slowVE you should install a M&H timing spacer while you're at it. A stock VE stops advancing timing around 2400 RPM or so (just guessing) but the timing spacer allows it to keep advancing to a lot higher RPM and wakes up the top end.

 

This will also depend where you put the gear and how the pump is setup. We have yet to put a timing light on it since its now residing outside so we can finish more pertinant projects.

 

Any new word on how your 24v runs with the VE pump. Am very intrested in it.

 

i almost have mine done heres a vid, it runs better than the vp44 so far.


http://www.youtube.com/watch?v=WxYIFanmSPs

 

I am really looking forward to seeing what kind of results you get from the VE conversion. Mileage, Power, ect. It to me seems like the best of both worlds. From the video the sound is completly different. It dosn't sound like a 12v or a 24v.