cetanefreek

gutting the AFC does nothing but create a smokey pig, which is fine for sledpullers but there's no reason for the rest of the world to do that unless your only goal is to "oral the cole" everywhere and give us all a bad name, Modding the AFC and spending some time tuning will yield a more efficient, faster, cleaner running engine.only thing I don't like about the 175hp pump is the slower rate cam, but you can still make pretty good power with them. Got any pics of that supercharger setup? I'm interested to see what you have going on there.

I think* 15:1 with a stock gasket and 14.5 with a .020" thicker gasket (I'm currently running stock) but that's just a SWAG.

first things first don't drive it with no fuel pressure, you'll be buying a VP in a hurry. On to the problem, the main thing that isn't totally sealed in the airdog wiring harness is the relay, if that shorted out you could have either killed the relay or blown the airdog fuse, first thing I would check is the fuse in the airdog wiring, it should be fairly near the battery, if it's blown pull the relay, blow the water off of/out of it and replace the fuse then see what it does.

S.O. piston (16.3:1) with 0.030" off the top.

Like you said, lots of variables, I LOVED those twins for towing with my VP, absolutely loved them, I grossed over 30,000 several times and I rarely saw 1000º and never over 1100º on long hard hills with 110 HP injectors, HRVP, redline box, edge EZ, and a smarty, they were fully lit by 1800 rpm and pulled hard to 3900 rpmwith the vp.I tried timing all over the place, rpms all over the place, it just never seemed to have a sweet spot no matter what I did. I keep wondering if I dropped too much compression, but many I talked to have dropped the same amount and not had any of those issues. Been considering changing back to a high compression piston to see if it helps.

well the VP from the factory will run up to 24º and I had mine running over 27º at peak, not trying to argue with you just what I recall.Had 5 different sets of injectors in it, 6 different P-7100's, three heads, and two sets of turbo's, one set was my old 64/65/14 over an S475 with a race cover, the other was a 62/71/14 single. I loved the compounds with my VP, never got them running right after the change and I'm still not entirely sure how but they ended up on my buddies rig and I ended up with his 62 that I ran for a while.I don't think the EGT issue is injectors, my current (and best) set were custom built for me by Weston and run clean unless I get into the pedal, they are what killed my part throttle haze, the turbo could have been an issue, we'll see once I find something to put the engine in since that turbo has been sold.

that's what I thought too, but I was only running 21.5º, I backed it off as far as 16º which helped the low end grunt but my EGT's got out of hand just trying to pull my trailer down the road. The caveat here is that I did a full engine build at the same time so some other factor could be the issue too. Piston choice or head porting are possibilities that pop into my head. Anytime I mentioned the issues I was having the guy that was coaching me on the build just said "welcome to P-pumps" I've regretted converting mine since the first time I fired it up.

I'm still not convinced you don't have a boost leak. You'd be amazed how many leaks you can have and never hear them unless you build/buy a proper tester.

do you know anyone who's had good luck with a harbor fright welder? some things are ok there but with a welder Hobart is about as budget as I'm usually willing to go, I say this never having tried the chicago electric stuff.

I used to run 22psi in my duals when empty, around 45 with the goosneck on (rear axle at around 6000 lbs). did that for 45,000 miles and the tires looked about 40-50% tread when I sold the pickup.

HT3B with the stocker is a fun combo and would put you in the 500-550 range.

why not just measure it? a bigger task now that it's installed obviously but you can get close on compressor inducer size without pulling the cover.

Guess I missed it somewhere, what turbocharger(s) are you going to run?

that's exactly the reason I haven't done a sump yet, although FASS has a top draw sump setup http://www.fassride.com/shop/accessories/fuel-sump-kits.php if that sump is shallow enough it might fit with the skidplate still in place. at least it might with my ford, I can't recall how much space my Dodge had.

lots and lots, that is just the short list that popped into my mind. Any of them are good places to go, though I personally wouldn't go ATS, they're overpriced for what they are, and warranty isn't so pretty good. Never had any experience with Stainless diesel, but never heard any bad, Manning Motorsports would be one of my first calls though, Taylor is a really sharp guy and can get or put together just about anything you might want.I just remembered the new borg warner EFR turbochargers with the gamma Ti turbines, very quick spooling and good flow. HTT is the place to call for those since they're the only ones with diesel sized housings for them.