dieselautopower

That would be nice if someone had published flow at specific pressure ratings. It may have already been done, but I am not sure where it has been posted. From Bosch TYPE FORMULA on the pump for the 0470506028 is VR6/3/70M1600R1000 0470506027 VR6/3/75M1600R1000 This is my understanding: ( someone please add to it.) VR6 = 6 fuel lines 3 = plungers 70m = reference for the size of the plunger 1600R = I think is the RPM for testing (2x pump stand ) 1000?? The Scheid Lightning II pump is supposed to supply 100cc more fuel than stock

It will not be the same truck!

62/65/12 is going to run hot at WOT. You will want more turbine flow... go with a 62/65/14 or a little bigger at 62/68/12. The 62/68/12SXE flows 77lbs/minute and the non- sxe 62/65 typically is 72lbs/ minute. Give me a shout if you want to talk turbos, injectors Quadzilla etc.

Towing heavy you should be above 1800RPM. Compounds give you more air/boost at lower RPM, but it still is a lot of torque and the torque is hard on components that are not spinning fast. downshifting is probably your best bet. going to a bigger turbo shifts your problems to have more EGT at lower RPM and lower egt at higher RPM. 100HP injectors and 57/65/12 GXE or an HE351cw would work with less drawback. Your post did not say it, but do you have an adrenaline already? Smaller tires or 4.10 gears would also help.

the early 03-04 have less injection pulses and that helps the injectors last longer. The engines often last longer as an injector failure is less catastrophic Engine rebuild kits are less expensive for the later 2004.5-2007.

The bleed orifice is supposed to leak some air. Is the adjustable screw still in the elbow? Did you adjust anything else?

Hard to believe, but yes the smashed keyway happens more often than it should. Sounds like you are no stranger to working on things and have ample mechanical ability. There are a lot of DIY people that are in over their head. Experience is valuable. You have been working with them. Anything more than a a couple weeks gets long in the tooth. BD had some severe flooding last month and it has been harder to get communication and parts during the last month from BD and many other vendors. Sorry again for the frustration

Sorry to hear about these problems and poor experiences. BD (or it's owner) is a part owner of VALLEYFUEL on the west coast. http://www.vfidiesel.com/ They are affiliated with Bosch. Most shops are happy to help resolve concerns and problems. The VP44 spends several hours on a test bench and the machine certifies the results... it is possible for a pump to come off the machine and have a problem or intermittent issue but it is rare. Most common is installation errors specifically smashing or sheering the key way. Customers call in to us stating emphatically that it was installed correctly and they are simply unaware that they did not install the pump correctly and damaged it. NO blame here is being cast here, just letting you know what the typical failure is and to give some experience from the other side. It is customary to inspect the part and repair it vs send a new one for fuel and electronics. Contamination and install can be cause for denial. As a vendor I want to avoid the situation where a person has installed a part, a set of CR injectors for example, and due to contamination have damaged 2 sets of injectors before we have had an opportunity to inspect the first one. Patience and troubleshooting are important. Correctly finding out the root cause of the problem will prevent headaches for both parties. Again, I am sorry for your experience. Also lots of shops are very short staffed and many in this world, customer and vendor alike are stressed for external reasons: sicknesses and the govt responses to such. It is a difficult time. All last week were were 1/2 staffed at our shop due to people being out and sick. It will take us weeks to catch up. Luckily we keep a lot of inventory on the shelf and will strive to let that NOT be an issue for our customers. I always encourage people to work with the vendor and invite them to find a solution together.

Flow is a better measurement than hole size/ HP rating etc. We have a set of 8x.012 that flow more than 6x.020 that Drew Carter is running on his drag truck. So far he is at 6.70 on fuel only for 1/8 mile on a VP44 powered extended cab truck. He had a competitors 6x.016 previously. He spools significantly faster and makes more power with the 8x.012 we built him.

The 61.44/83mm compressor wheel is a bit lighter than the 63/88mm. It spools very nice and is one of our most popular turbos we sell. They are great for 550HP!

The 62mm turbo is more responsive and flows almost as much. For daily driving I recommend the 62mm. for max power sled pulling you want more air if possible and you will be turning higher RPM. The difference is small between them, but the 63mm would be my preference if you were not going to go to a s400 frame. Depends on your set up. The dual plane 8 hole sac injectors are working well for fast spoolup.

The fine print says it does not work on yellow jackets and hornets.... but my boy Clint took one out after about 8x point plank shots.

We thank you for your business and for all you do for our community of diesel enthusiasts. Keep up the great work!

There is a lot of information and it takes a lot of time to do R&D and results. It does not come cheap. Truth is there are multiple options and BEST is a relevant term. VP44 do not make good power much over 3400rpm, even if it will full fuel. PM me your phone # an I can be more helpful

The answer to most of these is "it depends" and "what are your goals?" You probably know most of this but others have similar questions so I will add some detail. There can be individual differences base don the style of nozzle and information in generalities. There are differing opinions and many of the small differences below are not going to be noticeable in daily driven vehicles. Others may hive different opinions and different knowledge and experience and I am in favor of learning from those who may correct any misinformation or clumsiness I have below. Is there that much difference between sac and vco nozzles? Ive seen anything from sac causing loping issues, sac makes more power until a certain point, vco is quieter, vco is less smoky.. not sure what to think anymore. Valve covered orifice (VCO) has the pintle close off the fuel to each hole. The sac has the pintle close off a hole that leads to the other holes. A +150HP nozzle flow more than most nozzles that are in Heavy Duty over the road applications. stroke, duration, pressures are different in the larger trucks so they don't need as much flow. The new commonrail nozzles are almost all sac and emissions are very stringent on the new CR. There are multiple designs of sac nozzle and larger sac typically have the capacity for more flow. My preference is to do VCO to about 100-150HP and then sac after that. Smaller sac is likely to have less unburned fuel at the base of the nozzle and haze less than a larger sac. sac holes are protected as they do not have contact with the pintle so they can be stronger. Sac need to have enough area on the nozzle to allow for the material to hold together. Higher hole count benefits? More holes = more flow, more surface area for atomization and exposure to air and can be a better burn. Less holes = deeper penetration to the piston bowl and is more important in high rpm/high boost. The high/low or dual plane nozzle, i think ive seen this as a competition only nozzle with like 12 huge holes stacked on top of each other (2 sets of 6).. what are the benefits in a smaller hole size? Single plane is supposed to give more power, dual plane is supposed to spool faster. Adding extra holes is a lot more work. Adding EDM, Hone, tip Mods, extra holes, large feed passages, multiple passages, top feed etc gets expensive. Some of those custom injectors go for thousands. .032 triple feeds, top feeds are not my market. Any benefit to changing the spray angle? Can be. Depends on injection timing. Wider spray for less advanced timing. My understanding is that wider spray offers for better combustion and getting more exposure Lift, stroke, and pintle mods, are there benefits at lower size injectors? I know weston (infinte performance) says one of those is useless i think its lift.. not sure.. hes also not very forthcoming with info why.. Weston has a lot of experience and knowledge. There is some confusion on the pintle mods and what they mean. Some people talk about shortening the shoulder on the collar to increase the stroke of the pintle as lift, I would call it stroke. Stroke increases the length of time of the injection events and we do not do it often or in high numbers. It is easy to do in commonrial injectors with shims. My understanding is that stroke leads to more smoke for minimal amounts of power increase. Pintle mod is modifying the tip of the pintle, we like a mild .010" or so as they get bigger to increase response rate and a little more fuel. Benefits of extrude honing? Im assuming your nozzles are edm'd to start with so im guessing its to clean up edges. EDM to enlarge the hole extrude hone to reduce the coefficient of friction and increase flow. Clean EDM does not really need Extrude hone, and there is a chance to over hone and erode the nozzle and spray characteristics. EDM overburn is possible too. We inspect nozzle holes before we send them out. There are some weak processors that do bad work. Quality control is important. Size is a weak comparison. HP is a weak comparison. Flow is a big deal. We flow our nozzles with fluid and match them. A set of 8x.012 large feed honed injectors we sent to a guy running under 6.70s 1/8 on fuel made more power than the 6x.016 he had in there and spool faster and smoke less. (The 8x.012 he has flows nearly 6LPM and is close to a 6x.020 with EDM only). Lighting 2 pumps should be on our site shortly.

Keep me posted. Happy to help.

3rd place is pretty good for mild mods. Do you plan on staying with a stock appearing hx35 or stepping up to a s300? 64.5mm is almost the same weight as the 63mm so I would lean towards a 64/73.4/12 if you want 600HP and fast spool up. the 68mm turbine is less efficient at/above 550HP due to increasing drive pressure. High/low spray = dual plane and it leads to less interference with the spray so there can be better bowl penetration and more holes. With the Adrenaline you can always reduce the fuel stretch. So you can run some big injectors and have greater control of the injection event. The lightning 2 pump flows about 100cc more so it should make close to an extra 150-200HP over an SO pump. What do you want to start with?

What is your goal and HP requirement? We can do a lot. 5, 6, 7, 8 hole, vco, sac, high/ low patters, spray angle modification, pintle mod, stroke, extrude honing. I have a set of large sac 150HP 8x.0095 that are high low spray ( faster spooling). and a set of 8x.0105 that are the same at about 250HP Large sac = sometimes haze at idle, but they make great top end power.

Yes it looks like a standard 028 HO core. We can take it for an 027 SO. Let the sales guy know it is approved and we can get the pump going for you. As @Silverwolf2691 stated most do not have a problem with the swap. However it is a possibility and I don't want anyone to be misinformed.

Do the 2 year warranty pump. It has a new PSG. I recommend keeping the pump untapped. If a pump is going to have problems it is typically going to be within the first 6 months. SO pumps occasionally do not like to run on the HO engine without a code, but timing changes on the adrenaline can reduce that probability ( which is low anyways, but one should be aware that it can throw a code). the tapped pump that retains a warranty is an option, but it is not different than the other pumps sold. Basically paying for an extra warranty to cover a potential replacement.

I know there are a few who are running the big scheid lightning2 pumps. I have not tuned any. Kelton @Quadzilla Power or @Quadzilla Marcomay have info to share.

Thank you for the compliment about our team and thank you for your business.

Actuators for 351vgt 07-12 can be had for far less than $1100. I thnk we have some reman for closer to $500. The 13-18 actuators are a pretty penny!

What turbo are you switching to?

Got it. Is it one of the Ball bearing turbos? Watercooled? Turbonetics could give you the best information about HP rating. with only the inducer # it will be hard to tell how much it can support. Drive pressure, EGT and boost will give you that info with some real world testing.