trreed

I see just a touch of dirt damage on the leading edge of the blades, and the residue suggests a K&N has been used. Like Nick says, how is the shaft play? The compressor looks fine.

170 hp? Is that from an industrial application?

You can remove the vacuum pump with the VP out. Both the VP and the vacuum pump run off of the van gear, and the VP gear will stay in place.

Yeah hi, 650 hp/1500 tq NV5600 here. Been there for about a year now. I disagree with these claims of the bushing failing. I’ve never heard of that before ever. If you plan your shifts and when you lay into the power, there isn’t any issue.

Bet someone will try something like this

I can tell ya that eventually it will figure out you're just being mean and still act up. Or that's just the @TFaoro curse acting up again....

Its even easier than that because Spicer stamped the teeth count of both on the ring gear. Spicer puts a lot of information on their ring and pinion sets. The pinion will have a + number engraved in that. That number is the nominal distance you'll need to add to the installed pinion depth to set your gears correctly. In other words, the number of shims to add. Gears are not my favorite thing to set up. I did my own, and while it's been fine, I always worry about it, even though I've checked it since. Sounds like your check valves are failing. CAD shouldn't ever lose vacuum, even when the motor starts to near atmospheric pressure

That's not how stacking CANBus programmers works. You had the EZ overriding the Hypertech's ECM flash. Still just 60 hp. Putting a 2x4 or 2x6 horizontally under the sump should allow you to transfer the loading to both sides of the pan. Or a vertical 2x4 pushing up on the bolts. But that could get sketchy.

Yes that is normal. It’s veryifing the previous tune and making any changes if you’ve changed settings.

This is the only truly unique thing I’ve got. Not sure what make or caliber, all it has is 1845 stamped in the hammer. It’s part of a set, but the other one is in need of some love. Rest of it is a standard mix of 12 and 20 gauge trap guns and somehow a pellet rifle.

Well my nv5600 is holding up to roughly 650 hp/1400 tq, and has been for a while now so I would argue the rear bushing being a weak point. Woth proper fuel pressure and maintenance, a VP can last for a quarter of a million miles. @Mopar1973Man and @dripley come to mind with high mileage VPs. A p7100 can leave you stranded just as easlily as a VP. As for not messing with it, a p pump swap will take hours of your time tinkering with it to get the timing and AFC set up, and if you use a stock gear, you run the risk of timing slipping because it’s not keyed

I’ve had HO and SO pumps back to back. Definitely lost a little bit of low end feel with the SO pump. P7100 can be swapped in for anywhere from $1500 to $5000, and requires cam removal. I’ve seen p24 valves that run very well with p pumps, and some that run like garbage. Depends on how well you set it up. Hot rod VP pumps are known for shorter service life over a SO pump, and a SO pump will make the same amount of maximum power (~750) My vote is to stay with the HO VP. That’s what you’re used to and the truck won’t feel any different. Finally, I’m also in Colorado and willing to offer advice/help if wanted

Spicer kit only. Power-Lok parts are getting harder to find and Spicer kits are a guarantee fit

Ran both the dimmer and ignition switch to the radio fuse via a add-a-fuse module. No dimmer for me.

I don't think many know specifics. You can roughly guess what they're using. It's the same as everyone else who is making good horsepower. They usually don't just give out their setups willingly.

Top feeds, large compounds, and large injectors.

800 some on fuel. with nitrous, even the HO pump will break 1k

@Ram Man 02 - this is a touch off topic, but I grew up in Delano. I remember driving by your truck on River St all through high school, and I was always jealous of it. Had a black 1500 back in those days.. I made sure to keep an eye out for yours when I was in town last month too. Good to see the rust hasn't gotten to it!

Another train of thought is that the 1st, 3rd and 4th gens all have an air box right behind the headlight, and the 4th gens can even choose if they suck air from the fender or directly from the grille. So there might be a benefit to a Ram Air style intake in 2nd gens

SCII can't decipher the ECM reading for whatever reason. But the late model ECMs do have barometric pressure sensors, so they can report in psig across the data connector. Which the SCII obviously doesn't connect to. @Me78569 explained to me a while back why the information across the OBDII is jacked up, but i've forgotten.

That would require running the USB-C cable through the firewall and adapt to the 4 pin Deutsch connector, wouldn't it? It'd be back to the PV2 screen style with updated hardware

Single disk won't hold up to the mods you already have, unless you reallly baby it. Best to have the dual disk from your point on if you want to keep building it.

Pump, lines, gear, and fuel filter acquired. Have a lead on a turbo, not cracked gear case, and dampener tomorrow as well. The 12 valve will rise again!

Superduty seats are an issue in 24 valve cabs because we have in-seat belts, whereas super duties have external belts.

I was just looking at all of those links! Almost had a lead on a pump this morning in Kersey, but it sold.