Cummins 24 valve engine

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I remember driving one of those. For now, after being used to driving a standard valve Dodge and loving every minute of it with the possible exception of its low-rpm performance , believe us when we say that having pounds of torque at the rear tires makes an already great vehicle well over 77 percent more enjoyable. Just as in cars, the key to large, dependable performance increases on ISB engines now lies within the electronics in the vehicle.

In order to keep exhaust gas temperatures and fuel curves in tune with the conventional mechanical modifications, the computer must be made to cooperate. These are the guts of a Banks OttoMind engine calibration module. This is a Stinger-Plus system for the valve Dodge. That was in Third direct gear with the torque converter locked. Two large fans pump mph air into the intercooler and help the vehicle keep its cool. Good airflow is very important to engine efficiency, and Banks has made a much better-flowing intake pipe for the valve motor.

Interference with injector lines precluded using a Y-pipe design, as the TwinRam for the valve motors uses, but it should be evident that the gently sweeping Banks piece flows better than the clunky factory design. Size does matter. With a larger, lower-backpressure, quicker-reacting turbine and a better-suited wastegate actuator, boost comes on faster and stays longer.

The result? Less wasted boost. Good airflow is as important for the exit as for the intake tract, and much flow testing has preceded the making of parts shown here. With the piping made from 4-inch mandrel-bent stainless steel are the Banks turbine outlet pipe, the Dynaflow acoustically tuned muffler with ceramic packing good for 1, degrees, and the tailpipe. Compared to the factory pieces above, you can see that the Banks exhaust makes a difference.

As this graph shows, no two vehicles are exactly alike, and the test vehicle also equipped with experimental electronics outdid the PowerPack baseline at the top end. Either way, about extra horsepower are made across the scale compared to stock. 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.

Essentially, you are combining two separate tuning devices which work in different ways. You can start with a programmer like a Smarty S03 which adds power by altering and re-flashing the calibration inside the computer. To install it, you simply plug into the OBDII port underneath the dashboard, follow the prompts on the screen, and as soon as the reflash is complete, you can unplug the Smarty and enjoy your newfound power. However, you can also add power the old-fashioned way as well.

The VP Cummins were used in many other applications than just pickup trucks, and often were rated at a higher power output. Industrial Injection has taken advantage of this design and offers brand new RV injectors which you can install in your Ram, and will add 40 horsepower to your engine for a small investment and will give a boost in fuel economy as well.

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 reliable and heavily modified injection pumps on the planet with the better flowing cylinder head of the valve, you can build the ultimate high-power hybrid Cummins. The process of completing the swap is quite a bit more complicated than just unbolting one pump and slapping another in its place, as many components will not interchange.

The timing case the injection pumps bolt to is different, as well as the pump gear, throttle linkage, pump support brace, fuel lines, and about a dozen or so other small parts.

But if you are going through the effort and expense to build a P-pump valve, the option you should choose is a higher flowing version like the 12mm Dragonfly pump from Industrial Injection.

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