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The most powerful valve in a pickup truck application was rated at hp and pounds of torque. For its first year, the automatic transmission version of the valve was rated at the same amount of power and slightly less torque, but if you purchased a manual transmission truck, you got a little more oomph.

The combination of the higher compression and a slightly modified calibration is what was responsible for the increase in power, although the difference between the SO and HO engines was only 10hp and 45 pounds of torque.

Rather than a clean sheet re-design, the valve is just an evolution of the valve that preceded it. The new engine shared the same displacement, pretty much the same block, rotating assembly, front accessory drive, and more.

The key differences were in the cylinder head and injection pump. By using a pair of smaller valves instead of a larger single valve, the exhaust and intake ports could flow more total air into and out of the combustion chamber which means better power and torque throughout the entire RPM range.

Since the engine is so similar to earlier models, the camshaft only had one intake and exhaust lobe per cylinder. On top of each lobe was a single flat tappet, one pushrod, and a single rocker arm. The main difference in valvetrain of the valve was the addition of a rocker bridge which allowed one rocker to actuate two valves at the same time. While the VP44 physically resembled the VE pump from about 10 years earlier, the VP44 featured all electronic controls for fueling.

This was a breath of fresh air for speed junkies because to add power, all you had to do was modify the calibration in the computer, instead of opening your toolbox to swap fuel plates or governor springs. So, this week, we ask and answer the question, what breaks on the valve Cummins? The mechanical systems on the valve are nearly bulletproof, and the VP44 is a great pump.

However, the injection pump is very picky about its fuel supply. Normally, it expects a constant flow of fuel between 10 and 15 PSI, and as long as it gets what it wants, the pump will last for a very long time. The one major killer of the VP44 is actually the stock lift pump. Dodge fitted a small electric fuel pump onto the side of the engine block to bring fuel from the tank to the injection pump, but they were notoriously unreliable and failed quite often.

This was partly due to the fact they were bolted to the side of a massive, vibrating, hot chunk of iron, and partly because by the long-distance fuel had to travel under suction. Once the lift pump starts to fail, the injection pump is starved of lubrication and will soon be dead as well. Sometimes you have no warning, and other times you can run the truck for several months until the VP completely dies.

The very first modification you should do upon purchasing a VP powered truck is to install a gauge to monitor how much pressure the lift pump is supplying. This way, if or when the stock lift pump is going out and the pressure drops below 10psi, you can immediately be aware of the problem and replace the lift pump, which will prevent the VP44 from failing. It can be configured with the exact combination of gauges and a mounting solution that fits your truck and styling, whether you want to see trans temp, fuel pressure, a pyrometer, or the boost gauge, and you can find several different ways to mount your gauges as well.

As such, the very second modification you should do to any valve truck is to install a better lift pump. It is wise however, to take things one step further and add some additional filtration into the mix. If you have had a failure of your VP and need to replace it, avoid the temptation to assume bigger is better. Many aftermarket companies offer modified injection pumps, but if they are installed on an otherwise stock truck, it can have drivability problems and a rough idle from excess fuel pressure.

Its only recommended to install a Hot Rod VP44 on a truck with larger injectors and a bigger turbo setup. Even with a stock capacity pump, many builders have pushed their Standard Output SO VP44 to hp on fuel only, which goes to show the stock injection pump can hold its own against the newer common rail trucks.

It comes in both the standard and high output versions, and has a 2-year, 24,mile warranty. Just make sure to have a good lift pump in place before installing since you want to protect your new investment.

The first question any potential purchaser should be asking when shopping for a valve Cummins is whether it has a number 53 block. The problem with the 53 blocks is the water jacket is much too thin, and cracks can form in the outer block, causing coolant to seep out.

But, if left unresolved, the crack will continue to grow. There is an inexpensive solution on the market called lock and stitch. It is time consuming to apply, because it involves drilling a series of small holes along the crack, installing a special screw into the hole, breaking the excess length off, grinding it flush to the surface, and repeating the process until the whole crack is patched up solid.

Once the crack is repaired in this manner, the leaks will stop, and the repair area is strengthened and will last you a very long time, plus it saves you the cost of replacing your entire engine. Once all the little issues are taken care of on an older truck, the question comes up about how easy it might be to add power.

Like with any diesel, the first thing to do is an intake, exhaust, and programmer, but that is where it starts to get a little tricky for the valve. Together they tell the pump to stay on and pump out lots of fuel and adjust the timing to make big power.

To take full advantage, the VP44 pump needs to be reworked to flow more. In order to keep up with the fuel demand from the modified VP44 pump, an upgraded lift pump is required. A good lift pump will flow a very high volume but do it at a high pressure. On the other side of the spectrum are the injectors. They flow very little relatively compared to a fuel pump at extremely high pressure.

So, to flow the amount the VP44 pushes, over injectors are needed. The stock automatic transmission won't handle this type of power very long, if at all. So, a billet input shaft and an upgraded set of clutches will help to hold the power. Depending on the driving habits of the driver, billet intermediate and out put shafts might be a good idea if the driver demands performance at the push of the pedal. Taking the valve to the next level is where most of the differences between builders came from.

Many said do a p-pump conversion while others said keep it. For us, we were conflicted. We decided that readers who were interested in doing a p-pump conversion could re-read our valve road blocks story and use the same basic outline for hp. So, let's talk VP The intake and exhaust systems have already been replaced.

The VP pump will need to be sent out to be converted to a Monster Pump. The Monster Pump flows enough to keep the over injectors flowing at their max. With the fuel now available, it is time to move onto air. If the vehicle is daily driven, a good compound setup with a small charger around 62 mm and a large compressor around 74 mm will provide the air from throughout the rpm range, making driving a horsepower truck daily possible. The factory intercooler isn't designed to handle this much CFM cubic feet per minute of air or the pressure it will be flowing at.

Consequently it won't handle it very long. So upgrading to a good aftermarket intercooler is necessary. Most will support around hp while only having a minimal pressure drop between the inlet and outlet. With the intercooler now able to support the flow, the cylinder head becomes the next restriction. Cutting the intake manifold off of the cylinder head and having an expert port and polish the head can make all of the difference. Be careful, as many people can port and polish, but few can do it as well as Dealer Machine or other companies who specialize in Cummins' cylinder heads.

In addition, adding a custom cam tuned for your particular use will help direct the exhaust out and fresh air in when you need it. Once the air and fuel are in the cylinder, it creates a lot of pressure as it ignites. So, upgrading to a high quality head stud is a must. Some experts recommend upgrading to a 14 mm stud if you already have the motor apart, but not everyone agreed that it was needed at this horsepower level.

With the head back on, a sheet metal intake manifold is used to direct the air from the intercooler back into the intake runners. One thousand hp with a VP44 pump is possible, but only a handful of people in the country have done it.

Those that we know of just smile and say it is the same as the hp with a few "special tricks. We would assume that the injectors probably need to be custom extrude honed to handle the fuel requirements. Multiple stages of nitrous need to be utilized to help fully burn the massive amount of fuel the injectors inject. The nitrous also helps reduce the exhaust temperatures which, at this level, could get out of control very quickly.

Lowered compression is usually required. Somewhere between to We would also suspect the pistons have been ceramic coated to help handle the heat. ARP head studs are strongly recommended.

The rest of the modifications that are needed, or rather tricks, well, who knows but the select few who have done it? Farmboys Diesel www. Texas Diesel Power www. Close Search. Subscribe now! Newsletter Facebook Share.

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Jul 24, аи A tried and true method of building big power from a valve is to give it a heart transplant from an older valve, by swapping to a P-pump. By combining one of the most . The Industrial Injection Performance Cummins Long Block was designed for those who are looking to push the limits of performance while still having a very reliable build that will work . Jan 14, аи Actually they are far from identical and not all are interchangable. Also, the cam sensor has no affect on the block. But to answer the OP, the 24 valve head on the 94 engine .