Mopar1973Man

At 10 PSI the overflow will be closed, by 14 PSI the overflow is fully open. Still in all reduced volume because of the small port. This will aid with cooling and lubing the pump. Won't do anything for the lift pump and churning issues. There needs to be 3rd line back to the fuel tank to allow free flow of the used fuel being the volume of the lift pump requires a 1/2 inch return to the tank. Carter stock Airtex Raptor Mechanical pumps (belt driven). FASS smaller series All these have same issue because no 3rd return line. AirDog 100/150/165 FASS 100/150 These two pump do have a 3rd line to return to the tank.

Doesn't matter. It's a restricted flow if you pull the banjo out and look at the port in the VP44 it small. No 150 GPH your only using 2.5 GPH at 55 MPH at 20 MPG in the VP44 injected. So the other 147.5 GPH is routed from the outlet of the Raptor back to the inlet, churning the fuel and creating cavitation. This is roughly speaking not counting limited VP44 return. Return hole size. Inlet size

No PC should be used technically for tunes. Yeah you can download it but the file is unusable on a PC. Then you should be able to use a ISB cable to transfer to your mobile device. At least for my Android I just tap on the file it starts the import process.

Sad to say iPhone and iPad have the most issues with tune files importing or exporting. Androids no issues, import or exporting.

Yes sir. No 3rd return line to the tank.

Look at it this way I bought 3 stock fuel pumps for 250 a piece in 9 months (Carter campaign lift pumps from Cummins). I next bought the AirDog in 2006 for 600 dollars and never spent another penny. OE pump lasted 250k miles. Replace with a bad 3rd Gen AirDog and seals failed about 3k miles. AirDog upgraded me to the 4th Gen 165 GPH pump. No problems since.

Nope. Below 1200 RPMs the ECM is in control. Quadzilla is only monitoring the CANBus, till RPMs rise.

Well you have to consider the rotational mass, that will still pull the MPG down. For every 1 pound of rotational mass you get rid of that is equal to removing 8 pounds off the frame. So small and lighter tires provide better results over trying to keep oversized tires which adds to that rotational mass. Back several years I compared 235/85 R16 to a 265/75 R16 which are both 31 inch tires but ditching the width of the tire I was ditching the steel belt and was almost 25 pounds lighter on the 235's. Now I dropped to the 245/75 R16 which adds 10mm of steel belt back but being its a 30 inch tire I gained more torque to the ground. I could swap to 215/85 R16 which is still a 30 inch tire but it would a bit too skinny for off road use up here in the snow. 3.69 final ratio It will produce 2,000 RPM at 66 MPH. This is excellent being you dead middle of the torque curve and the engine isn't lugging. Anything below about 1,600 to 1,800 is going to be to low in RPMs and the timing will retarded to long so the MPG's a lower. I'm running 21 degrees at 2,000 RPM's and hitting 28 MPG. Consider looking at racing tires and how light they are. This is because the rational mass. Anyone racing wants the power to the ground. Wide offroad tires are not efficient at all. Way too heavy. Personal note. My last truck was a 1972 Dodge Power Wagon that I destroyed the front axle trying to do lift kits and big wide tires and started snapping wheel joints, bearings weren't lasting long, and it was nearly every month I was fixing the front axle from the tires I put on and traded the truck in for the Cummins. I never did any oversized tires or lifts and never had any of the issues everyone talks about. Ball joints last forever, tie rods lasted very long time, no death wobble ever.

This was the big problem with the Raptors people learn later on about what they missed with buying a Raptor. Now they try to reinvent the pump and get a return line and external regulator. The only thing you'll miss is the air separation which is a straw that goes to the bottom of the filter so the air floats to the top and sent out on the return line. Now doing custom installs like the last one I did I love when I ditch the instructions and do it my own way it turns out much better. That white Dodge the owner was super impressed with the setup and how the lines all go inside the frame and protected from debris strikes. Yeah I'm going to build a filter cover when the truck comes back after my road trip to Pigeon Forge, TN.

Well spot welds should hold but only time will tell. Unless you feel comfortable doing so light welding on the edge of the straps to guarantee it holds.

Gotcha covered... Yes I've torn apart a few AirDog's and Raptor's and even Carter stock lift pumps to see how they work. The Raptors are hung up on the returning to the inlet of the pump so the fuel starts to cavitation and then sends the bubbles through the pump so that why the pressure stability issues with non-returning pumps. The Raptors also have issues with the adjustable regulators the springs tend to hang up and stick which doesn't help either.

Funny... I just happen to have a extra steering column laying in the shop but I would have to check and see if it would work for you. It only takes about an hour to swap the steering column out. Later on today when I'm cleaning up the shop I can flip it over and look down in there and see if I can get a photo of anything.

Keep me posted...

Watch the timing close and then listen if the rattle gets too loud you might be getting negative torque. About 21 to 22 degrees at 2k RPMs is about as fair as you can reach. But this is based on the cetane of the fuel. Lower cetane can take the extra timing. If your using any cetane booster you have to retard because the inherit advancement that cetane boosters give. Be aware that higher cetane has lower BTU's. Lower cetane is best being it has the most energy. As for engine load if your going the right way the engine load will get lower. If its rising then you going the wrong way in timing.

No not on a return line from the regulator being if the filter plugs up then the pressure will rise. This is why a AirDog is the blow off of the regulator heading to the tank. The best part the filter is a AHEAD of the regulator and all fuel is filtered before returning.

Actually Allison transmission you'll need 4.10 gears being I'm working with one current trying to build a tune and his cruising RPMs are too low. Then getting the proper tire size for the Allison OD is too tall.

One of few points I like about AirDog. Not churned over and over. Every pass its filtered more each time it returns to the tank. Unlike stock or Raptor pumps they do churn the fuel over and over and cause cavitation.

285/75 R16 is 3.42 final ratio. Just 1 tires size up will make issues. Higher EGTs, lower MPGs, lower torque, shorter transmission life span, front end and steering issues including death wobble. Stock tire size 265/75 R16 at 3.55 Just one tire size down 245/75 R16 will net you 3.69 with gains. Lower EGTs, more torque, better acceleration, better MPGs, etc. That's big part how I crossed the entire state of Washington for only a quarter tank.

Neither do I. typically below 130*F even with 100*F weather.

Not bad. The only weakness is the Edge EZ. EZ is just a stacking box that stack extra timing on top of the stock ECM tune. 100 HP needs different timing map to be optimal. 150 HP injectors I'm 550°F at 66 MPH @ 2,000 RPM. 2 to 3 PSI of boost. Optimal final ratio is near 3.73. From what you posted I pretty sure your running 31 inch tires, drop to 30 inch tires and MPG rise and EGTs fall. 265/75 R16 to 245/75 R16 is that change which produces 3.69 for a final ratio. Just tidbits to get you better numbers.

First off don't mix cetane boosters like standyne and 2 cycle oil pick one. Should know that 2 cycle oil is a injector cleaner, cetane REDUCER. This adds more BTUs to the fuel.

Beast is next for the shop. Hydrobooster, and other things before I roll for Pigeon Forge.

Most likely picking up hot return fuel from the sender?

Too bad I couldn't pull in with you. I'd take a week off. But hey I'll be in Pigeon Forge soon.

4 ways to kill a VP44. 1. Fuel lubricity >460 HFRR will cause damage. 2. AC noise from the alternator will fry the PSG on the VP44. 3. Fuel filtration is poor it will cause damage 3um filters suggested. 4. Fuel pressure below 14 PSI can cause damage no more than 20 PSI this can blow the front seal out.