I’m a ppump guy through and through, multiple trucks over 700hp and a 700,000 mile 500hp tow vehicle. Absolutely love them. I recently built a truck with an electronic Cummins truck and just not being able to feel what the England pump is doing with my foot makes it unappealing, I would rather drive and control the engine with my foot than rely on a tune to do it for me. I have more control with a ppump
You can definitely feel the mechanical pump with your right foot and although it is familiar, its hard to argue away the merits of a well-tuned 24v, especially on a 700 HP daily driver! This discussion will go-on for decades!
@@thefumminspagerpope4452really depends what you do to the common rail. If they’re built right, you can make them feel connected and make it feel like you’re fully in control of what is happening, similar to a 12 valve, while having all the control in the background over timing and fueling making the driving experience better and more efficient with a common rail. To me the biggest flaw with a common rail, is to get the same feel with a common rail, it’s way more expensive. To me, 500 ish hp, 12 valve wins because the control over everything isn’t as important and it’s cheap. Anything closer to that 800+ hp, you’ll never make a 12 valve drive like a common rail, and the extra expense starts to become worth it
Will is living proof of saying something with confidence even if it’s wrong. 😂 Great episode, I’m looking forward to more of these in the future. (Googles Formula 1 engine rules…)
An episode of in-depth specifics on high hp street trucks would be cool. How much hp can generally be made with each platform per mg injected, why mg is becoming the preferred quantity measurement over mm3, duration and timing curves on common rails at high hp, the effects of 200+mpa on street driven trucks’ fuel systems long-term, etc. This was a great one.
A F1 engine making 800+hp only being a 1.6 liter v6. While having fuel flow, fuel pressure, fuel usage, turbo size, and turbo rpm restrictions is crazy
Wish I had a 12valve but the 03 24 valve I’m swapping in. 1200hp 6.7 built at home with PDD performance rebuild kit is much more family friendly and tunable. Can’t wait!!
this is really great dudes. was hoping that yall would do something like this. please do more....btw: im in the 500 hp tow truck camp. the whole thing boils down to what the convo goes to at about time 45:00 -- 12v will run no matter what!
@@pddofficial:). Just a suggestion for a future one of these: a convo in the weeds of different ways u can get to x power level with a 12v and the pros and cons of those set ups would be cool. Im biased but i really care about the stock+ to 500-600 hp range. thanks!!
Definitely enjoyed the comparisons. I have two built VP44 trucks and one early CP3 common rail Dodge Cummins truck which I am always comparing with my dyno runs between the two different Gens. I also use your HX35 62-64 Aggressor turbo on one of the VP44 rigs, and like it better than my compound setup using a Garrett & Borg Warner setup for drive ability. Personally, I lean toward the MITUSA belt driven lift pumps paired with a CP3 or a built VP-44 on 5.9 Cummins using “Big Stick” Stage 3 and Stage 4 Colt cams to manage torque & EGT’s and ported built HD heads. Great job with the pros and cons for 12 valve and common rail fueling. 🏁👍
One thing about mechanical pumps in pulling is beside the truck classes they are not allowed. I built a common rail Deere for 3.0 class like ten years ago and it got banned after the first year. I also got the rules changed to them banning 24v motors too. Several classes already didn’t allow them but I think after that year of scareing pullers with technology they ruled out if the rest of the tractor classes.
@ and cubic inch unless you really want to see stuff get wild and dangerous. I agree. Many of the rules are stupid and arbitrary. Like it has to swing a stock crank when there are 0 tractors in the class running a stock crank because they won’t live. Then they require super expensive materials and have limited life spans because the factory cranks lacked enough pin overlap to be strong. So since it’s already custom blocks and custom cranks it could be redesigned to fix it and make it last many times longer and be much cheaper for the pullers but instead the rules won’t allow it with the argument being it saves money. It’s crazy. The truck rules are much more open since they came much later and also because they basically evolved from the set I created in the 90s but mainly because if you restrict it to mechanical motors only then it’s a total goat show because if I 7.3 and 6.5 won’t hold a candle to a 12v. It wasn’t till the Duramax came out that there was any real competition. A Tst 10 plate and a set of 370 injectors and a hx40 made you a hot rod back in those days and it was really only like 400-450hp and about a 1000ft lbs but with double power of factory trucks it seemed like a lot.
Can y'all please do a suspension (racing/ride comfort/big tire/small tire/clearance issues etc...) episode and a 68rfe vs. 48rfe vs. Conversion (pros/cons etc..) 🙏
So glad y’all started a podcast. Now if you would just turn Will and Tony loose to build the ultimate p pump. I’m talking 6.7 block and whatnot the whole 9 yards.
An interesting point you guys talked about was that common rails burn a little cleaner because they inject at 30,000psi. Where as 12 valves are about 3700-4000. Why couldn’t you increase the pop pressure of the 12v injector. Would it pre maturely wear out the injector and pump?
The maximum peak injection pressure seems to hover around the 15,000 psi range for the p7100 pump, more aggressive pump lobes or smaller injectors seem to still result with nearly 15,000 psi peak and huge pumping losses at the pump itself (excessive leakage at the barrel/plunger interface). Once pop pressure is raised beyond 350 bar or 5,000 psi, the engine doesn't start well. This is an area that needs to be researched further, for sure!
On the next podcast you guys should do a manual vs automatic. Go through the production years for manual and auto (nv4500, 5600, g56 etc.) pros/ cons, and what you see in your shop with customers trucks. Then end on personal preference and why
Yes. i built a 5.9 CR that made a bit over 1k. A friend had a 12v that would do around the same. The CR was less smokey and deff easier to drive on the street. The flip side. I accidentally gelled the truck bad and put contamination into the fuel system when change filter on the lift pump. The cost to replace the 12mm pump and 200% over's was brutal. I love both so i will not say one is better.
Great episode guys. Would have liked to have heard you talk about the siamese bore vs non-siamese in high power applications. If the 12v blocks cant hold 1500 hp then how do they make so much power in oro stock?
It seems most of the ProStock builds are using aftermarket blocks, or worst case scenario filled, deckplated, siamese bore 6.7 blocks sleeved down to 6.4L or so.
Commonrail for the win. Btw, as much tinkering and skill it takes to work on the mechanical engines it requires a certain level of drive, skill, adeptness, and is also fun learning how to tune the engines for those few of us that are doing so. Those small changes in a tune and the excitement of things going in the right direction make it just as much fun. Love the podcast. Cant wait to see more
24 valve is good right up until the time the computer shorts out or the pump burns up, or both. Anything with a mother board is a no-go for me. Mechanical won't get the MPGs, and not as easy to tune, but is reliable like the sun rise
What is the difference in flow between 12 valve and common rail engines? I guess that common rail heads flow more since they have have more valves. It would also be interesting to see what the numbers for ported heads too
Stock 12v 135cfm intake 140cfm exhaust, Stock 6.7L 24v 165cfm intake 175cfm exhaust. We can port both platforms to over 200 CFM with stock sized valves.
Having built a 97 12 valve with all PDD components including their ultimate compound kit, injectors, fire ringed, AFC live etc…now I have a 2007 5.9 with pdd compound kit, dynamite injectors, head studs etc. my 07 tows way stronger, has much cooler egts, and generally drives superior to how my 12 valve did. Personal experience 🤷🏻♂️
24V vs 12V accounts for a big chunk of the improved performance of the common rail. VP44 24V seems like the superior choice to 12V PPump unless you're doing a 700hp drag truck.
The VP44 trucks sure start nice!! And at 500 HP they are fun and reliable for sure. Going past 500 requires a non-HO VP44 so model year matters heavily for those wanting 600 HP.
I daily a 94 and 99ho. Prefer the mechanical torque curve by far . Both run black diesel and both 400 to tire. Next step is install the 215 7100 pump on my 99. Will be cool comparing the differences between 12v and 24v with same pump...being I own a flow bench and know what both heads do...the 24v isn't as much of a gain as you would think.
Since you guys have my 2005 right now just dyno it. I have custom tunes, stage 1 bbi injectors, upgraded fleece intake lift pump. Curious to see. Everything else is stock. Adrian
@pddofficial yes stock turbo with one of those adjustable waste gate elbows. Is it set correctly who knows I just rolled with it 🤣. Well the 12v hot tune which is what I daily drive in I say 485hp the race tune 500hp. That’s my guess. Adrian
2003 5.9 with a banks 6 gun, their big intercooler and monster ram.......wanting to go compound, 60% over injectors, CP3 dragon fly 85% over......your thoughts ??
Compounds are great, but if you're on any sort of budget, one of the Aggressor HE351 based 62/67 turbos will place you solidly into the 600 HP range. Then if you want more, do the PDD add-a-turbo 476 kit and you'll get another 100 to 200 HP depending on your tune.
I’ll do you better, 24v vp44. You have the ease of tuning with the vp44, 4valves per cylinder for efficiency, AND if you filter it right you can run black diesel. Truly under rated IMO
For whatever reason, the Dodge Pickup version of the VP44 does not like fueling above 3,800 to 4,000 RPM. Maybe the volume of fuel demand is so high in the truck application it has no headway for normal RPM related fuel pump efficiency losses and the system runs dry?
@@pddofficial Can it be that on Audi application uses more aggressive cam-ring on pump? What I have seen over the years vp44:s are fuel metering solenoid duration limited and way to overcome it is put bigger nozzles. This pump what i run now is 2x7mm plunger and seems it has reached it limits at this 500hp range to to keep up the good fuel pressure on these big nozzle. On stock form it had 150hp. Audi has also available with 3x6mm pump head that i have now installed cummins 3x7.5mm plungers so that needs to be seen how it works out with that. As stock form that 3x6mm pump head is said it has 1850bar fuel pressure on nozzle.
myer picked up the can 43 times and drank out of it once.... not counting how many times he possibly picked it up when the cam just went to will. bruh lmaooooo nervous much?
12v were awesome but unfortunately hanging on to em is just living in the past with inferior performance.... what 12v has won ucc or king of the streets ?
Not many participants with 12v for sure! The newer trucks have better axles so they are better suited for KOS type competitions unless you spend a fortune on the chassis.
Everything you said about f1 is as wrong 😂😂😂 F1 has been turbo for a while now 1.6l v6. Making 1000hp With electric assist turbos And the impressive bit is the fuel economy And they actually run a similar combustion to a diesel. As in they run a compression ignition
Mechanical pumps are easier to work with, generally cheaper and more reliable. Electrical control will give you better driveability and the ability to change on the fly.. but man when those CRa break, open your wallet
oohhhh man !! i really thought you guys set up a boxing or wrestling ring HAHAHAHA ... man saying you have 500HP but cant tow with it is like saying yaa i got big boy pants on but i got a thong and can't lift such heavy items LMFAO and yaa third gens are still 25 K out here in Washington boys so lets not talk so BIG of ourselves here YOUNGIN
Love you guy's! No Diddy.
This is absolutely awesome! You guys are killing it.
I’m a ppump guy through and through, multiple trucks over 700hp and a 700,000 mile 500hp tow vehicle. Absolutely love them.
I recently built a truck with an electronic Cummins truck and just not being able to feel what the England pump is doing with my foot makes it unappealing,
I would rather drive and control the engine with my foot than rely on a tune to do it for me.
I have more control with a ppump
You can definitely feel the mechanical pump with your right foot and although it is familiar, its hard to argue away the merits of a well-tuned 24v, especially on a 700 HP daily driver! This discussion will go-on for decades!
@ completely agree! My choice will forever be a ppump🤣
@@thefumminspagerpope4452really depends what you do to the common rail. If they’re built right, you can make them feel connected and make it feel like you’re fully in control of what is happening, similar to a 12 valve, while having all the control in the background over timing and fueling making the driving experience better and more efficient with a common rail.
To me the biggest flaw with a common rail, is to get the same feel with a common rail, it’s way more expensive.
To me, 500 ish hp, 12 valve wins because the control over everything isn’t as important and it’s cheap. Anything closer to that 800+ hp, you’ll never make a 12 valve drive like a common rail, and the extra expense starts to become worth it
Extremely valid points! There is quite the driveability difference at the 800 rwhp level!
You guys at PPD should make a mechanical advance pump gear for the P7100!! 🎉
Finally! Love to see this guys
Absolutely loved this! I prefer this over other diesel podcasts! (Sorry JH)
Thanks for watching and we are glad you like it!
Love the podcast fellas! Keep them coming!!
Love it, keep them coming.
Need more of these
Will do!
Just finished watching this one and it was so great. Love the “podcast” style video I definitely think you should do more in the future!!
We appreciate you watching and the feedback! More are on the way!
Im a big fan of both and used to have both, this is a great video!
Great Conversation! Need More Of These!
We thought you needed a test cylinder head!!! Thanks for watching!!!
@pddofficial both will work!
6.0 guy here, I enjoyed hearing my Cummins brethren discuss their engine. Interesting stuff! It’s a tough choice, but I think I’d want the 12v
i had a 450whp 12 valve, it was the most fun ive ever had in any vehicle, i still dream about it 8 years later lmao
I wanna see you guys do an entry for another battle of the VE's!
Keep it coming. Gear head here loving it
Awesome video! Glad you guys are doing a pocast!
We have more coming soon!
Nice work. Lovin the pod casts
Will is living proof of saying something with confidence even if it’s wrong. 😂
Great episode, I’m looking forward to more of these in the future.
(Googles Formula 1 engine rules…)
Will has been getting beat up pretty hard over his F1 error.... stay in your corner Will!!!!
I’ve learned so much off of watching yall threw out the years thanks!
An episode of in-depth specifics on high hp street trucks would be cool. How much hp can generally be made with each platform per mg injected, why mg is becoming the preferred quantity measurement over mm3, duration and timing curves on common rails at high hp, the effects of 200+mpa on street driven trucks’ fuel systems long-term, etc. This was a great one.
Great stuff. Brings us rookies up to speed !!
Both have their place in this world
Finally a podcast I can get behind! Also,Bring back the 2smokes&12 valves shirts!!!!!!!
VE PUMPS WILL RISE AGAIN ✊🏻
🤣🤣
I had a feeling this was coming and I'm here for it
A F1 engine making 800+hp only being a 1.6 liter v6. While having fuel flow, fuel pressure, fuel usage, turbo size, and turbo rpm restrictions is crazy
Wish I had a 12valve but the 03 24 valve I’m swapping in. 1200hp 6.7 built at home with PDD performance rebuild kit is much more family friendly and tunable. Can’t wait!!
Sounds like a sweet build!
Please do a podcast on daily driven 24 valve pump swap. Also pros and cons of leaving the pop pressure at 300bar vs 260bar
That might be a good idea for a future podcast. Thank you!
Love it …can you guys do one on 24v..vp44
this is really great dudes. was hoping that yall would do something like this. please do more....btw: im in the 500 hp tow truck camp. the whole thing boils down to what the convo goes to at about time 45:00 -- 12v will run no matter what!
As others have said, EMP proof!!
@@pddofficial:). Just a suggestion for a future one of these: a convo in the weeds of different ways u can get to x power level with a 12v and the pros and cons of those set ups would be cool. Im biased but i really care about the stock+ to 500-600 hp range. thanks!!
Definitely enjoyed the comparisons. I have two built VP44 trucks and one early CP3 common rail Dodge Cummins truck which I am always comparing with my dyno runs between the two different Gens.
I also use your HX35 62-64 Aggressor turbo on one of the VP44 rigs, and like it better than my compound setup using a Garrett & Borg Warner setup for drive ability.
Personally, I lean toward the MITUSA belt driven lift pumps paired with a CP3 or a built VP-44 on 5.9 Cummins using “Big Stick” Stage 3 and Stage 4 Colt cams to manage torque & EGT’s and ported built HD heads.
Great job with the pros and cons for 12 valve and common rail fueling. 🏁👍
Great show - loved the content
Loved this podcast. More please 🙏
On it!
One thing about mechanical pumps in pulling is beside the truck classes they are not allowed. I built a common rail Deere for 3.0 class like ten years ago and it got banned after the first year. I also got the rules changed to them banning 24v motors too. Several classes already didn’t allow them but I think after that year of scareing pullers with technology they ruled out if the rest of the tractor classes.
Interesting how the rules evolve over time. You'd think at the top level, the only rule should be weight, hitch height, and fuel type.
@ and cubic inch unless you really want to see stuff get wild and dangerous. I agree. Many of the rules are stupid and arbitrary. Like it has to swing a stock crank when there are 0 tractors in the class running a stock crank because they won’t live. Then they require super expensive materials and have limited life spans because the factory cranks lacked enough pin overlap to be strong. So since it’s already custom blocks and custom cranks it could be redesigned to fix it and make it last many times longer and be much cheaper for the pullers but instead the rules won’t allow it with the argument being it saves money. It’s crazy. The truck rules are much more open since they came much later and also because they basically evolved from the set I created in the 90s but mainly because if you restrict it to mechanical motors only then it’s a total goat show because if I 7.3 and 6.5 won’t hold a candle to a 12v. It wasn’t till the Duramax came out that there was any real competition. A Tst 10 plate and a set of 370 injectors and a hx40 made you a hot rod back in those days and it was really only like 400-450hp and about a 1000ft lbs but with double power of factory trucks it seemed like a lot.
This is Awesome!!! Love the long format conversation!! Cant wait to see more!!!!!! #mechanicalmafia
I need to get some of that cinnamon oil! And pumpkin spice, for science!
Absolutely!
Keep more of these coming!
Can y'all please do a suspension (racing/ride comfort/big tire/small tire/clearance issues etc...) episode and a 68rfe vs. 48rfe vs. Conversion (pros/cons etc..) 🙏
That’s a great idea, we’ll add it to the list!
Keep this podcast going, I started backwards on watching, you need to talk dmax and power stroke as well
Thank you for the suggestion and thanks for watching!
Good job, guys continue.
Loved the podcast …please make moooore 💯
They are in the pipeline!! Post up any ideas you have regarding topics you'd like discussed!!
@ I would say, best engine and nv4500 upgrades for the 24v second gen
Nice work guys
I love the podcast!!!!
Thanks!
F1's are V6 turbo hybrids. I'm not certain they'll still be turbo'd when the '26 engine regs kick in, but they are now.
So glad y’all started a podcast.
Now if you would just turn Will and Tony loose to build the ultimate p pump. I’m talking 6.7 block and whatnot the whole 9 yards.
Water cooled street engine or max effort dry block race engine?
Watercooled street!
Had both. For daily driving and towing whether heavy or light I prefer common rail. But I sure do miss that ole hot rod p-pump truck.
Let’s just admit they are both Cummins it’s a win win 🥇 love both you guy’s ❤
Great content guys!!! 👍🇺🇸👍🇺🇸
We are glad you enjoyed it!
An interesting point you guys talked about was that common rails burn a little cleaner because they inject at 30,000psi. Where as 12 valves are about 3700-4000. Why couldn’t you increase the pop pressure of the 12v injector. Would it pre maturely wear out the injector and pump?
The maximum peak injection pressure seems to hover around the 15,000 psi range for the p7100 pump, more aggressive pump lobes or smaller injectors seem to still result with nearly 15,000 psi peak and huge pumping losses at the pump itself (excessive leakage at the barrel/plunger interface). Once pop pressure is raised beyond 350 bar or 5,000 psi, the engine doesn't start well. This is an area that needs to be researched further, for sure!
@@pddofficialthis is an excellent idea, have the DLC coated plungers in a P7100 made a difference in pumping losses ?
On the next podcast you guys should do a manual vs automatic. Go through the production years for manual and auto (nv4500, 5600, g56 etc.) pros/ cons, and what you see in your shop with customers trucks. Then end on personal preference and why
< zf
Great idea, we'll definitely add it to the list!
Yes. i built a 5.9 CR that made a bit over 1k. A friend had a 12v that would do around the same. The CR was less smokey and deff easier to drive on the street. The flip side. I accidentally gelled the truck bad and put contamination into the fuel system when change filter on the lift pump. The cost to replace the 12mm pump and 200% over's was brutal. I love both so i will not say one is better.
That story is a copy and paste of what happened to my Mega cab!
Awesome video!!
Glad you enjoyed it! We have more coming soon!
will you also talk about vp 44?
I recentmy bought and built a 3rd gen cummins. I'm in it for $25k fully built hitting 500hp including tranny rated for 1000hp.
I absolutely loved my VE pumped 5.9. Was wonderful to drive. Given a choice between the old 5.9, and my ISV5.0 V8. I'll take the ISV!
I can't argue with that!
BTW Will.....'84 KX500 and '95 6BT in the garage 👍
My man!
Great episode guys. Would have liked to have heard you talk about the siamese bore vs non-siamese in high power applications. If the 12v blocks cant hold 1500 hp then how do they make so much power in oro stock?
There not using factory blocks in pro stock
It seems most of the ProStock builds are using aftermarket blocks, or worst case scenario filled, deckplated, siamese bore 6.7 blocks sleeved down to 6.4L or so.
Commonrail for the win. Btw, as much tinkering and skill it takes to work on the mechanical engines it requires a certain level of drive, skill, adeptness, and is also fun learning how to tune the engines for those few of us that are doing so. Those small changes in a tune and the excitement of things going in the right direction make it just as much fun. Love the podcast. Cant wait to see more
bring back the 2 strokes and 12 valves t shit. please!
We did last year and no one bought it! 🤣 Maybe we will do a limited release at some point.
Interested to hear you guys talk about a 24v p pumped wana know what ya think is the 24v head as good for horsepower as the 12v
Great episode, patiently waiting for a vp episode. Feel like we're the bastard child of the Cummins world alot of times lol
We think the VE Pump crowd felt that way until the VP-44 was released....
@pddofficial touche😂 still being a vp owner it would be cool to hear some new media come out about them. Always looking for knowledge 🤙🏼
40:16 JINX! 🤣🤣
Get a ve you can have a 12v mechanical AND correct timing advance 😊
But can you have 500 HP with a VE? 600HP? 700HP?
@ yes
@@pddofficial Where were you guys at Battle of the VE?!!
24 valve is good right up until the time the computer shorts out or the pump burns up, or both. Anything with a mother board is a no-go for me. Mechanical won't get the MPGs, and not as easy to tune, but is reliable like the sun rise
My best fuel mileage was with my 98 “215” truck. My mega is heavier though so not apples to apples.
What is the difference in flow between 12 valve and common rail engines? I guess that common rail heads flow more since they have have more valves. It would also be interesting to see what the numbers for ported heads too
Stock 12v 135cfm intake 140cfm exhaust, Stock 6.7L 24v 165cfm intake 175cfm exhaust. We can port both platforms to over 200 CFM with stock sized valves.
That was cool. Made me laugh and I learned a lot
this was great
Having built a 97 12 valve with all PDD components including their ultimate compound kit, injectors, fire ringed, AFC live etc…now I have a 2007 5.9 with pdd compound kit, dynamite injectors, head studs etc. my 07 tows way stronger, has much cooler egts, and generally drives superior to how my 12 valve did. Personal experience 🤷🏻♂️
Seems you got the 07 dialed in!
24V vs 12V accounts for a big chunk of the improved performance of the common rail. VP44 24V seems like the superior choice to 12V PPump unless you're doing a 700hp drag truck.
The VP44 trucks sure start nice!! And at 500 HP they are fun and reliable for sure. Going past 500 requires a non-HO VP44 so model year matters heavily for those wanting 600 HP.
I daily a 94 and 99ho. Prefer the mechanical torque curve by far . Both run black diesel and both 400 to tire. Next step is install the 215 7100 pump on my 99. Will be cool comparing the differences between 12v and 24v with same pump...being I own a flow bench and know what both heads do...the 24v isn't as much of a gain as you would think.
I think by the end Meyer became 12v team 😂
That means Will won the debate! Or did he?
I learned a lot and Meyer went low really fast
Since you guys have my 2005 right now just dyno it. I have custom tunes, stage 1 bbi injectors, upgraded fleece intake lift pump. Curious to see. Everything else is stock. Adrian
What do you think it makes Adrian? Stock He351cw?
@pddofficial yes stock turbo with one of those adjustable waste gate elbows. Is it set correctly who knows I just rolled with it 🤣. Well the 12v hot tune which is what I daily drive in I say 485hp the race tune 500hp. That’s my guess. Adrian
Why not 500 hp for ole second gen 24 valve where’s podcast for that motor
We have only done 2 podcasts so far. Give us time it will come.
@ awesome love the work y’all do
2003 5.9 with a banks 6 gun, their big intercooler and monster ram.......wanting to go compound, 60% over injectors, CP3 dragon fly 85% over......your thoughts ??
Compounds are great, but if you're on any sort of budget, one of the Aggressor HE351 based 62/67 turbos will place you solidly into the 600 HP range. Then if you want more, do the PDD add-a-turbo 476 kit and you'll get another 100 to 200 HP depending on your tune.
Anyone know anyone in Idaho to install a afc live, governor springs and dv’s. I don’t wanna dig into a p pump myself yet.
LLLLLOOOOLLLLLLLL.......Cinnamon smoke??!!?? 🤣🤣🤣🤣🤣🤣🤣🤣🤣🤣🤣🤣🤣😂😂😂😂😂😂😂😂😂💀☠ I'M DED
Definitely need to know how much to put in bro!
Just to let you guys know, F1 cars are all turbocharged 1.9 liter gassers
they are also hybrid
Need more VP content guys
Dodge guy sword fight... 👤 😂
You either get it or you don't and if you don't, you're missing out!! 🤣
today f1 is 1,6 turbo v6.
I’ll do you better, 24v vp44. You have the ease of tuning with the vp44, 4valves per cylinder for efficiency, AND if you filter it right you can run black diesel. Truly under rated IMO
I run audi 2.5tdi vp44 with just under 500hp with stock pump snd its blast between 3000-6000rpm
For whatever reason, the Dodge Pickup version of the VP44 does not like fueling above 3,800 to 4,000 RPM. Maybe the volume of fuel demand is so high in the truck application it has no headway for normal RPM related fuel pump efficiency losses and the system runs dry?
Agreed, if your goal is just a simple reliable rig to use for truck stuff and not drag racing.
@@pddofficial Can it be that on Audi application uses more aggressive cam-ring on pump? What I have seen over the years vp44:s are fuel metering solenoid duration limited and way to overcome it is put bigger nozzles. This pump what i run now is 2x7mm plunger and seems it has reached it limits at this 500hp range to to keep up the good fuel pressure on these big nozzle. On stock form it had 150hp. Audi has also available with 3x6mm pump head that i have now installed cummins 3x7.5mm plungers so that needs to be seen how it works out with that. As stock form that 3x6mm pump head is said it has 1850bar fuel pressure on nozzle.
I feel like us vp44 guys are like the red headed step child.
myer picked up the can 43 times and drank out of it once.... not counting how many times he possibly picked it up when the cam just went to will. bruh lmaooooo nervous much?
Rumor has it that was possibly his 3rd Full Throttle that day and possibly his 50th that month....
Pretty sure it’s empty and he just keeps forgetting 😂
@@pddofficial my heart hurts hearing that lol
@@tessastump I was kinda thinking that too lol
27:20 😆
12v were awesome but unfortunately hanging on to em is just living in the past with inferior performance.... what 12v has won ucc or king of the streets ?
Not many participants with 12v for sure! The newer trucks have better axles so they are better suited for KOS type competitions unless you spend a fortune on the chassis.
U think this old truck could lay rubber ? Look for the commonrail
3rd gen’s are in fact 30k still you can’t even get one on the east coast for less then 10 common rails are over rated
F1 10,000 RPM😂😂😂 back in 1991 we were DYNOing F1 engines at 24,000 RPM
F1 is truly incredible, clearly Will had no idea what he was talking about!!
Everything you said about f1 is as wrong 😂😂😂
F1 has been turbo for a while now 1.6l v6. Making 1000hp
With electric assist turbos
And the impressive bit is the fuel economy
And they actually run a similar combustion to a diesel. As in they run a compression ignition
Cinnamon oil😂
Mechanical pumps are easier to work with, generally cheaper and more reliable. Electrical control will give you better driveability and the ability to change on the fly.. but man when those CRa break, open your wallet
Valid points! With AFC Live you can change tuning on the fly with mechanical injection, it's the variable timing element that is missing!
@pddofficial cat 3406b has a mechanical timing advance... very complex setup. Too bad it cant work on a 12v. Not enough room!
2024 HO6.7PSD Making five hundred out of the lot...
When we say 500 we mean 500 to the tire. Not at the crank.
I,v got an 06 5.9 and all i put on it was a smarty jr. on 3 totally different truck.
What you can do with tuning is truly amazing!
@@pddofficial NO DOUBT !
oohhhh man !! i really thought you guys set up a boxing or wrestling ring HAHAHAHA ... man saying you have 500HP but cant tow with it is like saying yaa i got big boy pants on but i got a thong and can't lift such heavy items LMFAO and yaa third gens are still 25 K out here in Washington boys so lets not talk so BIG of ourselves here YOUNGIN
Neither....I'll stay with the 7.tree international....
There sure are some die-hard loyal 7.3 fans out there, do you prefer the IDI or Power Stroke 7.3?