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So I have a blue chip diesel Premium VP44 in the truck, last time I drove it it felt worse then my old with 300k or something on it.. 

Much slower...

So I was curious, you can add like 7x13 injectors and pick up added reliability out of the vp itself by detuning it so it works less hard... but I heard that 7x10's are the max size injector you should go with for towing heavy. 

So I'm curious what it is in a 8 hole? And HP deferences. 

 

That said there are Turbonators for VGT S300'S, any idea how much you can pickup on these trucks with one of those? Like fuel only numbers? + upsize in turbo with the VGT

I heard it's like the old s364 before SXE'S came out.. so any idea whats up there? 

I know it's keeping it in a short window rpm wise still, just curious where that might get you? Like s464 nowadays or..... still NOT happening :P 

 

I understand the front ends do not have enough air movement for much more then 400hp. But I got a 3 row radiator and It wouldn't climb in coolant temps...  like 0 desfrost... So after I get it rebuilt I'd like to test that out. Forget what's up intercooler wise... 

Either need another or it's a Mishimoto? 

 

It's a nv4500 with 3.54's 4wd DRW, plan to get a new engine after frame straightening & cab... etc then south bend dual disc & 1.375 input shaft. Been forever but I've seen people cryogenically treating the internals before, and they said it helps out for like 50% over the stock rating HP wise..  but I got a new NV5600 main case.

 

The only complaint I have is that I've heard the nv5600 has oiling problems and burns up easily. So I'm just not to sure there... should I just get a g56 for a swap?

 

So that might leave turbo choices... I have a s200 58/61/14 on there currently. But should I compound that with a s366 or something? In the traditional tow route with staying in the efficiency range? Or get like a s464 with VGT or some kind of SXE s300? 

 

Will only get DDP'S for injectors... 

I've heard that the s300g are much to restrictive from my turbo guys. But was considering a s358 or something.

 

Thank you for your time.. lots of questions.. 

Mostly would be a backup truck but who wants a gutless tow pig? :P

 

don't want a he341 or modified stocker but it would probably be a good idea with a smaller s300 compound... 

it's just to sit there and have something to drive around when the 3rd gen craps out.. 

 

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1 hour ago, ICU_24VNUT said:

The only complaint I have is that I've heard the nv5600 has oiling problems and burns up easily. So I'm just not to sure there...

 

I have heard the same, but it has never worried me.  I believe there is a marginal sized oil passage for a particular bearing (not sure which one) that can starve that bearing for oil.  I have a NV5600 that has logged 386,000 miles with no issues and I tow up to 21,000 lbs up 6% / 7% grades in hot weather.  The only work done to the transmission was to replace the rear seal at 297,000 miles while I had the transmission out when I replaced the first clutch. 

 

I do make sure the oil level never gets low and sometimes even overfill it, just because of the above-mentioned oiling issue.  I would place a lot more trust in a NV5600 or a G56 than I would in a NV4500 even after modifications were done.  Beside, the extra gear is worth a lot, as well.

 

- John

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Don't use factory fluids! I've upgraded to SAE 50 Eaton Fuller transmission fluid and doing awesome at 500 HP. Factory fluid is too thin and bearing and syncro damage occurs because the HP went up but the fluid is too thin. 

 

Factory - 75w-80 is actually 10w-30 engine oil. Then Eaton Fuller is 50 SAE is actually 90 weight gear lube. No issues with shifting even as low as -40°F.

 

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Anyone know about the 98.5 -2002 cabs being the same instead of narrower or smaller inside the cab in like the 1/2 ton or 3/4 ton cabs? 

And do the the 1/2 ton and 3/4 ton cabs for right onto the 1 ton frames? Just heard the 1 ton frames are more narrower.

 

Thank you 

 

NotSoNicely 

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The 1500's use 2.5" wide leaf springs and hangers. The Cummins trucks use 3".

I don't believe there is a thinner/thicker difference in the pickup frames, just the front suspension parts are beefier to hold up to the weight of the Cummins engine.

 

The cab & chassis models are built heavier after the trans crossmember, so those frames are different.

 

From what I've read the cab should just be a bolt on setup - regular cab to regular cab frame, and quad cab to quad cab frame.

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  • 1 month later...
On 3/28/2024 at 9:23 PM, ICU_24VNUT said:

So I have a blue chip diesel Premium VP44 in the truck, last time I drove it it felt worse then my old with 300k or something on it.. 

Much slower...

So I was curious, you can add like 7x13 injectors and pick up added reliability out of the vp itself by detuning it so it works less hard... but I heard that 7x10's are the max size injector you should go with for towing heavy.  7x13's would be a "275hp" injuector. If you are using this truck as a tow pig, i wouldnt go much beyond the 7x10s. you would push the EGTs too high with the s200. 

So I'm curious what it is in a 8 hole? And HP deferences. for the same hp, 8 hole injectors would have a smaller hole diameter. smaller holes should lead to better atomization, which should be a cleaner, more complete burn. 

 

That said there are Turbonators for VGT S300'S, any idea how much you can pickup on these trucks with one of those? Like fuel only numbers? + upsize in turbo with the VGT

I heard it's like the old s364 before SXE'S came out.. so any idea whats up there? 

I know it's keeping it in a short window rpm wise still, just curious where that might get you? Like s464 nowadays or..... still NOT happening :P Not sure i follow the logic here.. the turbonators are an s300 with a vane style VGT exhaust housing. they should be realatively fast spooling but flow up on the top end.. the amount of power you would pick up is entirely dependent on the fuel, not from boost.. Unless you are sled pulling regularly, leave the s464 alone. its gonna lag hard core and only spool at the very top. 

On 3/28/2024 at 9:23 PM, ICU_24VNUT said:

 

I understand the front ends do not have enough air movement for much more then 400hp. But I got a 3 row radiator and It wouldn't climb in coolant temps...  like 0 desfrost... So after I get it rebuilt I'd like to test that out. Forget what's up intercooler wise... 

Either need another or it's a Mishimoto?  not sure where you are basing that info on? intercoolers arent a usual upgrade on second gens.  

 

It's a nv4500 with 3.54's 4wd DRW, plan to get a new engine after frame straightening & cab... etc then south bend dual disc & 1.375 input shaft. Been forever but I've seen people cryogenically treating the internals before, and they said it helps out for like 50% over the stock rating HP wise..  but I got a new NV5600 main case.

 

The only complaint I have is that I've heard the nv5600 has oiling problems and burns up easily. So I'm just not to sure there... should I just get a g56 for a swap? G56 is aluminum case vs cast iron. the oiling issue is from early nv5600s. its a brearing in the back of the case that doesnt get fluid regularly except by splash oiling. this bearing is why the overfill by a quart in nv5600s became a thing. it floods the bearing essentially.. cryo internals... imo, not the most important thing to do, unless you are going for high horsepower and you cant do anything else to the trans for strength. 

 

So that might leave turbo choices... I have a s200 58/61/14 on there currently. But should I compound that with a s366 or something? In the traditional tow route with staying in the efficiency range? Or get like a s464 with VGT or some kind of SXE s300? s366 would be too small for componds. i think the smallest atmospheric turbo you could run is a 369.. but that would need more research. that small of a turbo, wouldnt go much bigger than 7x10s or equivalent with a quadzilla and just the s200.. 

 

Will only get DDP'S for injectors... last i knew they were hot and smoky.. would prefer DAP, DFI, or Infinite.. but up to you.

I've heard that the s300g are much to restrictive from my turbo guys. But was considering a s358 or something.  s300 would be fine for towing and daily driving.. 

 

Thank you for your time.. lots of questions.. 

Mostly would be a backup truck but who wants a gutless tow pig? :P

 

don't want a he341 or modified stocker but it would probably be a good idea with a smaller s300 compound... 

it's just to sit there and have something to drive around when the 3rd gen craps out.. 

 

 

Thoughts are in bold.. i know im late responding... but compunds are unneeded if you are just doing a tow rig. compunds come with a host of other things you have to do in order to make them work. if its just a back up, not worth the investment in my opinion.

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