Mopar1973Man

So now that where the concept of the MPG fooler came from because up in the nrothern states the IAT temp can be as cold as the outside air on start up. So after starting the IAT data would cause a VP44 to be highly advanced in timing till the IAT temps fell again. This may or may not happen depending on several things like winter front usage, coolant temperature, cold air intakes, speed of travel, etc. So aggressive timing would produce a heavy knock on the engine. Neat trick is toggling that switch back and forth and listening to the sound of timing and how it affect the engine. Then while doing that watch a live data tool like Scan Gauge II as you toggled between OFF and MPG mode. What you'll see is in OFF (using the actual IAT temp) the timing was heavily advanced. lots of rattling/knock, but MPG typically are about 1-3 MPG lower. Flip to MPG mode which just fools the IAT to believing its summer time and MPG will rise instantly as the knock/rattle leaves. So aggressive timing advancement isn't always a good thing! So now as for the fuel temperature that also plays a role here too. If your missing your fuel heater then colder fuel sensed by the VP44 will also create heavy advancement of timing too. Ask yourself how many times have you see some report a error code P0168 for overheated fuel? Remember the whole design of diesel engines is to create enough heat in the compression stroke to convert the fuel from liquid to vapor to make it go BANG. So the VP44 was the first electronic system to attempt at sensing all these different things and adjust timing anf fuel amount electronically. Not to mention our engines happen to be the lowest compression ratio engine out of the entire series at 16.3:1 (SO) or 17.0:1 (HO) where all other generations are higher. So this why we have a heart passage in the intake manifold to help heat the air entering the cylinder.

Actually, you'll have to arrange that with JAG1 he's the one with the connection for the laser cutter.

Just of point of reference. I'm still stock HX35W turbo, Edge Comp 5x3, and +50HP injectors. No real EGT issues. Pulling up hill 3rd or 4th gears can be rather well... Loose. Even pulling my 31 foot RV I've had times climbing grades where the rear tires will break loose. Power is there in the 25 to about 65 MPH bracket works really good even towing in elevation all the way to 9,000 feet which in the high local point. Even towing on steep road with 16% grades and steep. No isses.

Still at the end of the day I would still use standard ol' NAPA store hydro's and not chase the name brand Valair / Southbend. One thing I'm not impressed with some use stainless lines which attract heat to the fluid. Where the plastic line doesn't. Then people get wrapped up with the adjustment on the name brands when it not required for standard single disc clutch. More or less do it with a KISS (Keep It Simple Stupid). As for bleeding how do you think the seal systems are bled? Same way I bleed mine. @leathermaneod Would you mind creating an article in the article database of the pivot pin removal?

Dang you Dave your going to make me go out and hunt this all down...

Gott pay closer attention... Midwest Injection is the tight one... Now Industrial Injection is a different story... Notice no core issues...\ http://dieselautopower.com/industrial-injection-standard-output-vp44-235hp-0-470-506-027/ Again you get what you pay for. You want cheap expect cheap.

Wire tap just modifies fuel pulse length and possibly modifies when it occurs by adding pulse before time. Most modules use a high priority bit to override the ECM stock tune. Most all timing is handled over the CANBus connector typically.

Differences is the HO is high pressure, lower volume. SO is higher volume with lower pressure. So there is a difference in internal parts in the pump. This is where some of BlueChip's special X and hotrod pumps come from is mixing and match parts from both pumps.

Or go all the way and do a custom VGT...

Simple really. Being the intake air (sensed) is super cold the ECM commands the timing to be advanced heavily to give more time for the compression of the piston to convert the fuel from a liquid mist to vapor to go BANG! So now lets say the IAT is misreporting the value and ECM is calling for advancement because of bad data. Now the air temperature is actually high than sensed so now the fuel converts from liquid mist to vapor faster and the piston is still travelling up when it goes BANG and you get you knock because the explosion happened early on before side of TDC. I've been told by Quadzilla stock VP44 and ECM can make full advancement in stock form. It just when does it occur. IAT temperature are a key factor.

Dynamic is your man you might send him a quick PM and tell him of your posting here.

This why the MPG fooler was built was the problem of the IAT temps diving off too deep on the cold side the ECM cranks up the timing advancement even harder making the engine knock. So this is why I'm asking about the IAT temps. Because just by flipping a switch between MPG mode to OFF you can here the VP44 advance heavy and start knocking when turned to OFF. Then turn the MPG fooler back on then the knock nearly disappears. So back to checking the IAT temp and where you stand in the morning. ECT and IAT temperatures should match exactly. Like here is a screen shot of my OBDLink LX on a first key on.

Just to muddy the water back up again... Most all high-performance pumps are typically built from a SO pump. So most folk typically migrate to the SO even from the HO pumps.

Yeah, maybe an HX35 hybrid. You are no bigger fuel wise than I am. I'm still running my HX35W and zero issues. The boost limits out right at 35-37 PSI. We both have +50 HP injectors and both running an Edge Comp. The only difference is you've got 4" exhaust to my 3" exhaust but I have no EGT's issues.

Like my truck uses a plastic top hold down piece. Then the bolts are just your a typical bolt.

Then there some of us with a 10 year old Air Dog 150 pump with an old school draw straw.

http://www.frantzfilters.com/faq/

That's what a wastegate is for so you can stomp your right foot to the floor and not be scared of using the power. Wastegate stops the turbo from going to fast or building too much boost. The other thing I would start considering is studs because you borderline for blowing a head gasket.

That all there is to it... VP44 <- Stock Fuel Filter <- FASS Fuel System <- Fuel Tank

I gather coolant? I still need to know the IAT temperature. IAT as it get colder the timing gets more advanced. Typically the advancement get so steep it sounds like a mechanic trying to beat his way out of the engine with a 6 pound sledge.

Hua? Just get a big line kit for the stock to the VP44 and you are done. http://www.vulcanperformance.com/Universal-Big-Line-Filter-to-Injection-Pump-Kit-w-p/ffip59.htm

Here you go... http://www.vulcanperformance.com/Modified-liberty-fuel-module-p/fmds.htm

Wastegated turbo is nice. You know the wastegate is opening up to prevent over-speeding the turbo or getting your drive pressure and boost pressure out of whack.

As for the transfer case you can use ATF+3. I've been doing that since brand new. No issues. If it's limited slip then you are stuck to the synthetic 75w-90. As for open diff I've been running 85w-90 all these years no issues.