In this video Lenny talks P-Pumps and different recipes we follow to set you up properly for your specific needs. Proper injector sizes, turbo sizes, piston bowls, etc.
Lenny and DDP are just plain awesome. It is so nice to see videos with very useful information from professionals. I’m so tired of watching videos of grifters and a$$@%les about 2nd gens. If you are blowing up engines on dynos and raining parts all over crowds on your videos you are a jerk. Most of us just want to have a strong and reliable street truck. Lenny is a serious man who shows you how to get that. Thanks for sharing and being a good dude. I will be purchasing your injectors and delivery valve next week. 👍
Great class as usual… Have one doubt, you said about rack adjustment and governor springs..so if I’m running 4k gsk and 21mm rack travel, is it better to run tighter governor spring nut to ensure and supply diesel to high rpm range or it will loose power because engine won’t run smoothly? Measures are .050 ( 1 soft and 3 additional clicks)
I recently discovered that my 215 horse pump was swapped by a shop for 175 horse its been too long to call them out, how can I get my hands on that pump without the core.
Line size. Bigger lines have more surface area to apply force to . Making higher pops expand the line even more than a raised pressure stock size line.. Big lines are a larger accumulator yes, they also deform more retarding timing more and increased deformation increases work hardening and shorter life for the line. Eg 65 ford 100 pops the radator everytime after swapping the 3 core for a 4 core due to increased square inches of surface to apply the pressure exceeding the structural integrity of the Al. Changing to a lighter cap 16 vs 20psi solved the problem.
Great info Lenny. I think I'll just stick with my VP-44 running around 300hp with RV injectors and mild tune. Bought this 2500 HD in '02 and it hasn't let me down yet. When I need new injectors though I'll come look you up.
P-pumping a different motor? If i am thinking right , the pump should handle it. PDD hit 8500 rpm before the cam bore left the block at 150ish mph on the ⅛ mi. The math said the pistons had the effective force of a 747 weight on the rod and it held.
I have 2 913 pumps and they both have dual helix plungers with retard notches. They retard timing at more rack travel they do not advance it. You must have some special part number ones if yours advance.
What would the advantage of retarding the timing with rpm? Piston is faster leaving less time for burn,hence the advance for higher rpm. The advantage of a ve45 is advance with its dynamic timing making 3:1 vs 2:1 ( hp:tq) of the p-pump , having minimal timing at idle for best bottom end tq, and max advance for best hp #, the same cc flow of a static timed( 160-175 hp) p-pump.
@@daviddroescher no performance advantage but it reduced nox emissions enough that the engines could now pass at 215hp versus the previous 180. Retarded timing is how the more stringent emissions were met until it wasn’t enough and they had to start using egr to slow the burn even more.
Oh and just to clarify the timing is retarded with rack position which is totally unrelated to rpms. I can’t remember exactly how the factory plates were calibrated for those when new but I think they may have been made to restrict it from going into retard above 2500rpm
@bcbloc02 nice information makes sence. Thank you. If I understand correctly running 60ish (will hold od with correct tip in) as I open the throttle the timing retards. Now because i gave it all the beans ar full retard it revs to 2500 then the retardation is nullified going back to "normal" timing. I am assuming it ramps the timing back in .
