I am getting right at 16mpg and i have 27* of timing.

the smoke is very contollable

it does not like to start on cold mornings with the amount of timing but when i had it time at 18* it would start fine.

what else would yall like to know


I LOVE IT

jake

 

Well here i am , not much new here .. still waiting on my current lift pump setup to fail so i can go to FASS , but other than that not much .
Getting close to 70,000 i think ...not a pump related problem at all

27 degrees ????????? eeeewwww , i tried that ,didn't work for me . your head o-ringed??? better be .....

 

Travjrath,
Have you made any progress on the dyno? How did your torque and horsepower numbers change vs rpm with the twins?
Larry

 

Well, I'm finally back home in Texas and the work on the Cummins has started back up again. All the machine work is done on the engine and the P-pump went into the shop on Monday to get tested and set back to factory specs. Ok Ok, not EXACTLY back to factory specs. I'm hoping to be stabbing the engine in the truck within the next two weeks if I don't have any problems finding rings/bearings for the '01 longblock locally. I'm shooting to put the engine back together basically stock for the time being so I can work out all, if any, bugs before I turn the pump up, swap injectors, clutch and start building a twin setup. I really wish I could have found a crew cab for my conversion, I guess I'll have to settle for my extended cab for the meantime.

 

Cool, keep us updated daily!!

 

I bought a digital camera yesterday. Should I start taking tons of pics of this stuff or what?

 

Yes please. I think everyone here likes pics and details. Thanks!

 

yes please.

 

I just made some changes to mine that have smoothed things up a bit. I found another 215pump (887). I sent it to Industrial Injection to be bumped to 420cc and balanced. Very inexpensive to have done. Put it on with a set of Mach 1.2s set up for a p7100 by Don. Runs perfect. Smooth idle, no bucking at low speed, not alot of smoke. Power feels similar to where I was (480-500). Good combo for a daily driver. 600egt cruise at 65. 18-20 mpg. Just a bit more lag with an SPS62 secondary. 30psi less drive pressure wide open. Still tows well.

Ron

 

What exactly did they do to get 420cc's out of the pump? What did they charge? What exactly did Don do to set the injectors up for the P7100? A friend of mine works at an injection shop and he doesn't seem concerned with the popoff pressure differences between the 12V and 24V. I'm actually taking a set of 12V injectors from the donor engine and the stock injectors from my 24V so he can compare them back to back.

480-500? Those kind of numbers make it very hard to keep this thing close to stock. I'm really fighting the urge to start off with all the bolt-ons in place. Why do you have to tempt me like this? ?

 

Pictures...where are the pictures. My VP went bad at just under 55,000 mi. My lift pump tested out to be in working condition, but getting weaker (13PSI idle, and working its way down to 5-7psi at 2300 RPM). They just said that I must have gotten a bad VP . Well...I am trying to figure the best way to go myself. Chance it and get the HRVP and get power for a while, and start saving for the next one, or p-pump it. I don't know about how reliable the remanufactured pumps are, but if they are as reliable as my stock 2002 pump...well, I am not impressed.

 

Well, after reading through all of this, I have made my mind up on the P pump conversion.

 

Oh, and you're just gonna leave us hanging?

 

I think it's just a rack travel change. Cost under 200. Don won't say what he does to the injectors. I've had 4 or 5 sets of Jammer nozzle based injectors, they all idled poorly in warm weather. Even the fancy balanced flow injectors from DD idled really bad.

 

what is the "rack"?

is it the thing that goes inside all the way along the top of the pump, wich moves the six plungers sideways?

I found out something today on one of my P-pumps i had lying around... something a guy told me about... to make more HP.

on the front of the pump... on the top, there is a nut,(cap) (im not sure 22 or 24 mm) today i loosened that up, with it off, I looked under the afc housing and saw that the "rack" (I think its called) moves further forward, then with the not tightened up. and took out a barrel and saw the plunger turning furhter to the left... which could mean more fuel... what do you think?

now what the guy told me is to gring down the rack, coming out on front of the pump, so it wont hit the nut (cap)