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 has anybody done a p-pump conversion on a daily driver on a 24 valve Cummins.

I would like to know what all it entailed along with what all parts do you have to change injectors ect.

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There are a few members here that did the p-pump conversion but all I can say is the truck is no longer really daily drivable. Most of them after conversion end up buying another truck because of issues. Some of them sold the truck shortly after words. Some have parked them because of too much trouble for excessive smoke. 

 

I would highly suggest keeping the VP44 for daily driver being the Quadzilla tuner give a full range of timing control and fuel control. With the p-pump conversion, you lose all dynamic timing for static timing. Then there are other things like my truck is a fly by wire cruise control you would lose that function. There is nothing to gain with a p-pump. 

 

Now if you planning on dyno queen or quarter-mile track star. I'd say go for it. P-pump it. They do fuel more than a VP44 but you only need to make a quarter mile at a time. 

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1 hour ago, Frustrated 2001 said:

 has anybody done a p-pump conversion on a daily driver on a 24 valve Cummins.

I would like to know what all it entailed along with what all parts do you have to change injectors ect.

 

I'm in same state as you.  While state no longer requires smog test for us, bear in mind nothing stops law enforcement giving you a fix it ticket for excessive smoke.  I don't know how hard to change back or other in's ot out's...

 

 

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Posted (edited)

The biggest thing is pulling the cam to be able to change the gear case to a p-pump style case.  Then there's the timing gear change (most go for an adjustable timing gear which then you lose your breather) and lines, TPS bracket, FSS wiring, high rise intake plenum, pump bracket and oil feed, and obviously the pump itself.  Then, you have to ensure your fuel system is up to the task of feeding the p-pump at 20 psi minimum.  Injector change is not required.

As a higher horsepower truck, my VP is my limiting factor anymore.  But I still like it, and when this one dies I'm going to have to seriously weigh if I do the swap.

Edited by trreed
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On 8/17/2018 at 2:01 PM, Mopar1973Man said:

There are a few members here that did the p-pump conversion but all I can say is the truck is no longer really daily drivable. Most of them after conversion end up buying another truck because of issues. Some of them sold the truck shortly after words. Some have parked them because of too much trouble for excessive smoke

 

I would highly suggest keeping the VP44 for daily driver being the Quadzilla tuner give a full range of timing control and fuel control. With the p-pump conversion, you lose all dynamic timing for static timing. Then there are other things like my truck is a fly by wire cruise control you would lose that function. There is nothing to gain with a p-pump

 

Now if you planning on dyno queen or quarter-mile track star. I'd say go for it. P-pump it. They do fuel more than a VP44 but you only need to make a quarter mile at a time. 

 

On 8/17/2018 at 4:19 PM, Frustrated 2001 said:

Ok thanks for the info looks like I will keep vp pump. I was wondering cause of intermittent power loss started a new discussion on that.

 

IMO the words I highlighted in red are incorrect. 

A well-done conversion is easily daily drivable. I do it all the time and tow more than most on here with it. 

Smoke is not an issue with a Ppump assuming you know how to use a screwdriver.

I believe there are many things to gain with a Ppump, especially if you want a higher HP daily. 

 

However, if you don't like to dive in deep and tinker with the pump until you find the happy spot, I'd stay away from it. 

All to often there are hack jobs who try to throw the swap together then sell the truck when it won't run right. That's purely mechanic error though. 

 

If you like the electronic control and don't plan on going over 600hp you should definitely keep the VP. 

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Posted (edited)
34 minutes ago, Mopar1973Man said:

Strange... I've got to ask why did you buy the 4th Gen. :poke: Little too much downtime on the 24V? :tease:

Creature comforts :lmao: Once you have some AC blown on your rear your life changes :thumbup2:

BUT The 4th gen only gets used for the longer trips. I've put 4K miles on it in almost a year, where I've put about 10-12K on the 2nd gen - most of those were hooked to a trailer too. It's pretty sad I haven't had the 2nd gen apart in almost a year too! Just did some wheel bearings recently is all. 

Edited by TFaoro

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Kind of like I tried to get you to drive out for the eclipse event but you're too afraid back then to make the drive because of failures with 24V. Too many things where marginal. If I recall correctly issues with the airDog and few other things. I was really hoping to see that beast of a truck. 

 

7 minutes ago, TFaoro said:

I've put about 10-12K on the 2nd gen

Time to catch up I'm in the realm of 60-70k miles a year. I think I just about qualify to be a hotshot driver. :rolleyes:

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Posted (edited)
9 minutes ago, Mopar1973Man said:

Kind of like I tried to get you to drive out for the eclipse event but you're too afraid back then to make the drive because of failures with 24V. Too many things where marginal. If I recall correctly issues with the airDog and few other things. I was really hoping to see that beast of a truck.

We had just had an injection line break off halfway through a trip to Arizona the weekend before the eclipse.  And IIRC he didn't get the new line in for a while.  6 hours of sucking raw diesel fumes will make anyone not want to drive it for a while.

Edited by trreed

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