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Old 11-13-2016, 05:38 PM   #1
Cummins9912v
 
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Compounds and p-pump

Hey guys I'm getting ready to do a pump swap over the thanksgiving weekend and am starting to get the itch on what kind of power I will make, truck will have:
Max flowed 180 pump with 5k springs, full cut dvs, .120 holders and timing set at 26*
.093 injection lines and .093 crossovers
Banks high ram intake
Arp 625s
Little head porting
110lb valve springs
Extreme duty push rods
200hp Vulcan injectors
He351 over s475 compounds
3 piece pdi manifold
150 fass that will be set at 60psi
Nv4500 with kennys 4000 dual disk

Truck made 623hp with the VP and edge juice with attitude. Thanks!
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Wyatt
'99 dodge 24 valve cummins
180 p-pump 5k gov springs, max flowed, 191dvs, fuel plate cut, timing at 28*
200hp injectors
110lb valve springs
S363sxe
4000 kennys dual disk
Arp head studs
Port and polish
207-220 cam
Extreme duty pushrods
 
Old 11-13-2016, 06:26 PM   #2
stubz616
 
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I would lose the .120 holders and you'll gain some cc's of fuel. I'd guess mid 700s


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95 RCLB 550cc 180 pump,Haisley 5K's,weston's 7mm DVs,.093 Holders/Lines,Hamilton Springs,Retainers,Pushrods,Fluidampr,S475,Full Billet Trans,DPC 4 disk TC,BD Pressure Loc,JL Machine 5x18s,Diesel Pros Custom Cam,O-Ringed,.010 over HG,A1000,Hellman sump,Studs, 28.5*
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Old 11-14-2016, 08:23 AM   #3
jlbayes
 
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I'd ditch the lines and cross overs as well. You'll be much happier.
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Old 11-14-2016, 08:38 AM   #4
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Cracked manifolds and headgaskets are in your future.

I wouldn't expect a massive gain in power over your VP, though.
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Old 11-14-2016, 09:42 AM   #5
jlbayes
 
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Originally Posted by zfaylor View Post
Cracked manifolds and headgaskets are in your future.

I wouldn't expect a massive gain in power over your VP, though.
Shhh, ppump is the cure all.
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Old 11-14-2016, 11:56 AM   #6
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Why would headgaskets be in his future?
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Old 11-14-2016, 12:03 PM   #7
zfaylor
 
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He is running and HE351CW well beyond what it is capable of flowing on the manifold. Drive pressure is going to get ridiculous beyond what he is pushing. It has been proven time and time again the 351cw pushed to those levels tend to generate insane drive pressure.
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Old 11-14-2016, 12:36 PM   #8
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Proof has no business on the internet.
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Old 11-14-2016, 07:21 PM   #9
Cummins9912v
 
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I've been running the compounds for a year and have had no problems with the o-ringed head the he351 has some map groove machining and wicked wheel and at most I see 54lbs boost
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'99 dodge 24 valve cummins
180 p-pump 5k gov springs, max flowed, 191dvs, fuel plate cut, timing at 28*
200hp injectors
110lb valve springs
S363sxe
4000 kennys dual disk
Arp head studs
Port and polish
207-220 cam
Extreme duty pushrods
 
Old 11-15-2016, 08:19 AM   #10
zfaylor
 
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If you are o-ringed AND 625s then you should be fine. At 54 lbs of boost don't be surprised if you're at 80 psi of drive. Get a drive pressure gauge if you plan to run the piss out of the setup later. Nothing on the compressor side will alleviate drive pressure, though.
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Old 11-15-2016, 01:01 PM   #11
Tate
 
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Are you saying that drive pressure is more harmful to headgaskets than cylinder pressure?
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Old 11-15-2016, 01:15 PM   #12
sootie

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drive pressure+boost+cylinder pressure lol not exact but heavy contributors.
 
Old 11-15-2016, 01:23 PM   #13
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Quote:
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Are you saying that drive pressure is more harmful to headgaskets than cylinder pressure?
Absolutely not. However, we see more gasket failures with a quick spooling set of compounds utilizing the HE351cw than we do anything else. Obviously early torque = cylinder pressure. That being said HX35 combos, and S300G combos do not have near the issues.
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Last edited by zfaylor; 11-15-2016 at 01:25 PM.
 
Old 11-15-2016, 10:06 PM   #14
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Quote:
Originally Posted by zfaylor View Post
Cracked manifolds and headgaskets are in your future.

I wouldn't expect a massive gain in power over your VP, though.
Zf Taylor why wouldn't I expect a massive gain over the vp?
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'99 dodge 24 valve cummins
180 p-pump 5k gov springs, max flowed, 191dvs, fuel plate cut, timing at 28*
200hp injectors
110lb valve springs
S363sxe
4000 kennys dual disk
Arp head studs
Port and polish
207-220 cam
Extreme duty pushrods
 
Old 11-15-2016, 10:55 PM   #15
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Quote:
Originally Posted by jlbayes View Post
Shhh, ppump is the cure all.


Quote:
Originally Posted by zfaylor View Post
Cracked manifolds and headgaskets are in your future.

I wouldn't expect a massive gain in power over your VP, though.


My heros...
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Old 11-16-2016, 12:38 AM   #16
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Drive pressure stays well in-check on my truck till mid-low 3000 rpm range. The reason HE351cw based compound turbo setups, or any "fast spooling" compound turbo setup eats head gaskets is they make monster torque numbers. On this unloaded 1300 RPM to 3200 RPM pull at high altitude, you can see just how quickly the set lights up on the dyno. When we turn on the eddy current load cells to simulate 5000 lb truck accelerating in overdrive, the whole spoolup portion of the graph moves left about 200 RPM, which means even higher torque numbers!

Click the image to open in full size.
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Old 11-16-2016, 12:13 PM   #17
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You can make more power with the p-pump, but you have to be careful with parts selection, especially injectors. Most are junk, but there are a few people making good ones. Avoid II, any fly by night shop, and run away from anything that says dynamite diesel. DonM and Weston are the only two I would recommend, and Weston's are the only ones I'd buy. Fixating on quick spooling can cause you to shoot yourself in the foot as well.
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Old 11-25-2016, 07:39 AM   #18
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Quote:
Originally Posted by zfaylor View Post
He is running and HE351CW well beyond what it is capable of flowing on the manifold. Drive pressure is going to get ridiculous beyond what he is pushing. It has been proven time and time again the 351cw pushed to those levels tend to generate insane drive pressure.
Is there a better manifold? Or cracking problems would come from to much drive pressure and heat? If the fuel was turned Down to about 600 hp would that be a better set up?
 
Old 12-12-2016, 11:49 PM   #19
Cummins9912v
 
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Alright guys got it done about 2 weeks ago and decided to go with a set of 191 instead of full cuts and truck seems to want to defuel at about 2-2200 I am starting to wonder if I should run gov springs down another click or bump the timing up a little more? Timing right now is at 18* just for winter to help with easy starting. Thanks!
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Wyatt
'99 dodge 24 valve cummins
180 p-pump 5k gov springs, max flowed, 191dvs, fuel plate cut, timing at 28*
200hp injectors
110lb valve springs
S363sxe
4000 kennys dual disk
Arp head studs
Port and polish
207-220 cam
Extreme duty pushrods
 
Old 12-13-2016, 03:50 AM   #20
Resolute_weldin

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From what I've gathered most 24 valves like about 24 degrees on a p pump. That seems to be where a lot of people end up on a street truck.
 
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