All Activity

Have you considered using a volumetric sensor? They sell for about 60 bucks for metering fuel on farms. You could pretty easily set the fuel to specific values and see what the flow in is, then measure the return out flow, subtract them and get a real measured result. I'd be super curious what the results where

I was thinking that you might find that specific information useful. - John

They’re not even in the realm of being equal. I mean i have a Dana 80 and the F450 is using the M300 on the 17+. I’d love to swap in a Dana 110/135 but the lowest ration is 4.30. They also use the Dana Super 60 on the front which has a bigger crown gear then a regular 60. That setup is beef. Frames bigger, brakes bigger, etc. I want to buy a 44’ 3 axle toy hauler but I don’t think a 2nd gen is gonna pull (and stop) nicely. I dream of putting my cab on a f550 frame and running a 24v with a nv5600.

Thank you @Tractorman that's just what I needed. That other spec of 1.9 m/sec at 1000r/min is interesting. That may help define the slope of ramp area on the cam donut.

Already there and can compete with that currently. I'm already 500 HP and solid to tow anything I wish no issues (EGTs, etc.). Biggest thing for towing is make sure you in a 3.73 realm this will remove a ton of stress off the axles and transmission hence why I registered already for the maximum of 26,000 pound commercial plates. My problem is with my amount of power I can hitch up my 31 foot RV (8,500 pounds) and fry the tires while towing. Why I opted for the 245/75 R16 tires I can have the 3.69 ratio without the cost of axle swaps.

Many improvements to this network since this post. IPv6 and IPv4 addresses are available for all my network. WiFi access points include a firewalled Guest WiFi limited to 10Mbit down and 5 MBit up speeds and has zero access inside my network. WiFi range is enhanced being it covers 4 properties and cross the highway still have signal for broke down people. Within the network I can share my Printer to all internal users. Starlink is 200 MBit down and 50 Mbit up with current conditions. Changed my DNS server to Cloudflare giving more privacy. Enhanced WiFi priority so less lag hopefully for cellphone users. Going to be adding... Smaller 10 port switch down in the shop so I can add a few more cameras. Adding hard line RJ45 ports in select rooms. Currently, my server machine is going to relocate into the server cabinet and use use Reminia Remote Desktop which is easier to use than Windows versions. This way I can clear the second position of my deskop and not have a entire station choked with just a server machine that is holding desktop. My cameras record to the server automagically and over write older files. I've got a few weird issues currently where my cloud management of the network is goofy.

I believe that there are 1,000 mil in a liter. Does this help? I think you can get pretty accurate with the high pressure side of the injection pump, but not so much with the vane pump. Even though the vane pump is fixed displacement, I have never been able to find documentation of volume displaced per one revolution of pump. To further complicate matters, is that the vane pump puts more fuel over the regulating valve at higher rpms that it does at lower rpms - in fact, at low rpms the vane pump may not even put any fuel over the regulating valve - nobody seems to know. I performed return fuel flow tests that showed 19 gph at idle and 28 gph at 2,000 rpm. So, theoretically the the fuel return volume should have more than doubled at 2,000 rpm, but it didn't. So, being that the vane pump is fixed displacement, this would mean that there is lots of fuel passing over the regulating valve when the engine is at 2,000 rpm. How much, who knows? Below are some fuel return flow tests I performed from the VP44 to the fuel tank. The VP44 is an HO pump. For the tests I used a one-gallon oil jug with volume markings at one-quart intervals. I used a helper and started the clock on the 1 quart mark on the jug and stopped the clock on the 3 quart mark on the jug. The total volume returned for each test was .5 gallons of fuel. My truck is a 2002 2500 with a NV5600 transmission. The fuel lines are stock diameter, the fuel filter is the OEM filter inside the filter housing mounted on the engine, and the lift pump is a used frame mounted FASS DRP-02 that probably flows somewhere around 65 GPH - 12 psi @ idle and about 6 psi @ 2,000 rpm. I performed the tests as follows: Test #1: engine at idle, fuel transfer pump operating - .5 gallons pumped in 92 seconds Test #2: engine at idle, fuel transfer pump operating - .5 gallons pumped in 94 seconds Average fuel pumped is .5 gallons in 93 seconds = .3225 gpm rounded to .32 gpm or 19.35 gph Test #3: engine at idle, fuel transfer pump disabled and bypassed - .5 gallons pumped in 93 seconds Test #4: engine at idle, fuel transfer pump disabled and bypassed - .5 gallons pumped in 95 seconds Average fuel pumped is .5 gallons in 94 seconds = .3191 gpm rounded to .32 gpm or 19.35 gph Test #5: engine at 2000 rpm, fuel transfer pump disabled and bypassed - .5 gallons pumped in 64 seconds Fuel pumped is .5 gallons in 64 seconds = .47 gpm or 28.1 gph Return flow tests were done by a couple of guys on the Turbo Diesel Register in April of 2001. There test results were very close to mine. - John

I'm working on my VP44 and ECM projects and need to know how much fuel is actually injected by the injection pump. This is so I can calculate a fuel rate in milli Liters for determining engine load and also for the overhead trip, mileage display computer. So i dug out my old VP44 core and did some measurements. I thought I would share what I found and get some confirmation or feedback. This is a SO pump with three injection plungers they are 7.3 mm diameter. The cam donut has a thickness of 10.5 mm at the maximum inward point and a thickness of 7.1 mm at the maximum outward point. So 10.5 - 7.1 = 3.4 mm of stroke. I don't have an ultra precise way to measure the stroke. I probably need to have the pump all put together for that with a special instrument and rotor head fixture, but it's probably pretty close. So 7.3 divide by 2 = 3.65 mm radius times 3.14 (pi) times 3.4 stroke = volume 39 milli liter per plunger, times 3 = 117 ml. That's the theoretical maximum injection volume without injector or line losses. So 3 injections per crankshaft revolution is 351 ml. times 1000 RPM is 351000 ml. There are 1,000,000 ml in a liter so 0.351 liters per minute at 1000 RPM. At 2849 RPM that's 1 liter / minute. The vane pump has to fill the plungers and it continues pumping to the tank while the plungers are injecting so that means it needs to pump at least twice the amount as injected. That needs 0.702 liters / minute @ 1000 RPM and 2.8 liters @ 4000 RPM. 1 liter is 0.264 gallon so 0.74 gallons per minute @ 4000 RPM. that's 44.5 gallons per hour. The lift pump would need to be 2 to 3 times that to maintain a good working pressure at the VP. Does the math seem right?

Of course. The factory LSD performs fine (when it works) and they never snapped axles. I like the Truetrac because it’s maintenance free and works like a LSD. It just works with gears, not clutches. You can swap in like a Yukon or other makes true posi but they’re full time so if you have ice/snow conditions it make not unlock and put you in a skid. I know Eaton makes one for the Dana 80, I don’t think they do for the 70 but I’d check on their website first.

Is the rear end on these trucks heavy duty enough to stand posi traction? Am I going to snap axles or anything else? Any reason I shouldn’t do this?

The abs tone ring will have to be swapped over. I think there’s some vids on YouTube explaining it. I don’t have one but if I ever did I’m going with that.

Yeah I got stuck in the sand the other day. I wouldn’t have if it would have been posi traction. I’ve never needed to get into a differential. Pretty straight forward install?

My buddy traded me a first gen 6bt to do some body work for him on his truck. So several patch panels later I got a "free" engine.

Eaton truetrac is a good option. No clutches to wear out or additives to add. Same setup in 3rd gen + AAM rear diffs.

I’ve owned my truck since new. I don’t care about mileage, what I desire is a modern drivetrain that is the same or better then what’s offered today. I find my fun in modifying things. I also live in mountains where I burn nothing going down and lots going up. I want my truck to compete with today’s 500 hp HO F450 that can gooseneck up to 40k lbs and not sweat without ever buying one. Well that’s asking a lot I suppose lol. 2nd gens are gone forever now I just want to live in the past again :’)

Messenger_creation_D5E3FBF8-E7C9-4BA0-85CD-4E4C20FEB1B7.mp4 Here's a short clip so you can get an idea of the noise, in the cab to the naked ear sounds alot like valve chatter. Starting to drive me nuts and I'm dreading dropping the tranny, not that I haven't dropped plenty of tranny's over the years, I just really don't want to have to lol

Running 3.69 final ratio after tires which is easy just drop to 245/75 R16 tire on 3.55 and close enough without huge cost of gear swap. Being I'm the MPG king with solid axle no CAD and no free spin kit I've past the 30 MPG mark by crossing the entire state of Washington on a 1/4 tank of fuel. Low rotational mass (smaller is better), good final ratio after tires (245/75 R16), good tuner with timing settings (Quadzilla) you can do the same without the huge cost. Let me know when you can top 30 MPG.

Well. The Dana 60 came standard in everything else (like Ford) with the mentioned items. Its neutered for Dodge for whatever reason. High pinion reduces the front driveshaft angle for one and its “stronger” for placing the pinion gear above the crown gear vs the low pinion/reverse cut we have. Most Dana 60’s came spec’s with 35 spline shafts stock vs our 30 (32 on the later ones). AAM’s are 33. Bigger spline = great diameter shaft. 3.73 is run by Ram now (& Ford). Seems to be the sweet spot vs 3.54 and the big jump to 4.10. Cad was another thing that is a Chrysler creation too. Go on Dana Spicers website and spec a diff they don’t offer any of the Dodge things which makes me wonder by Dana did it in the first place.

What are my options for upgrading rear end to posi? 2001 4wd 2500

What are the benefits of 35 spline shafts, high pinion housing and 3.73 ratio?

The part number isn’t Cummins. Again fake. If you google “6bt power steering pump” their page with it advertised will show up in your results. Oh my bad I put the wrong number in I was going by memory! I corrected the number in the mod post. The pump kit on their website though is pump, studs & gasket. And as of yesterday when I checked their price went from $178 USD to whatever it is now so they’re selling like hotcakes after I made that post on a couple of fb pages I once belonged to after I did my mod.

This part number is showing gasket only. I did see a pump (no kit) with the part number 4988390, not 290. Is there an actual "kit"? I know - lots of questions. - John

Thank you for clearing that up. Those sellers are rather crafty. I think I am going to proceed with this modification. Really appreciate your help. - John

My truck came originally spec’s with the non cad 60. Few years ago it blew up and I found a non cad 60 in a junk yard and swapped it in. I installed EMF balljoints and the Yukon free spin kit. I like the idea of nothing turning inside as over time the seals wear into the shafts & pinion yoke as with the oem system. They also don’t utilize unitized seals like AAM. I will eventually swap it out with a Dynatrac 60 as they make them still for 2nd gens and you can get 35 spline shafts, high pinion housing and 3.73 ratio.

I’m sure there is. Anything can be improved upon. I'm just stating what the ISB calls for. Those 3 are knock-offs. Just wanted to show a pic with a Cummins part number to show how crafty they’ve gotten. Just use what you have and you’ll be fine.