ve 24v

[turboram]

Here since people have requested some info this will be my update/build thread all in one place
First of the motor is a 24v 5.9L its in the appropriate year truck with a built auto and top feed injector setup, turbo is a custom built s364 . The truck is strictly for sled pulling
What has been done to install the ve is pretty simple just a front cover swap and a set of non I/C delivery valve holders that have a 10x1.5 helicoil threaded on the outside, had to make a special socket to tighten the lines as they are now 3/4 hex.

Current setup is a 12mm head and a set of flowed 6x13 injectors, pump has no fuel pin and 5500rpm springs with no afc, and a vw timing piston for more timing
More photos later
my dual feed is a ps pump that pushes 1500 psi directly to the head&rotor, its belt driven and can be turned on and off n has an orifice so at low rpm fuel is bypassed so it doesn't raise case pressure

The truck ran VERY good with the duel feed on and made power past 4000 with ease, however when showing a friend what kind of difference the duel feed made I was revving it past 4000 with the feed off and the 12mm head tied up.So I am now waiting on some big injectors to be edm'd out for the 14 mm and some dyno time

A
In the mean time I will be hooking up my test bench and proving my duel feed with fuel numbers as well as

[turboram]

Effective rpm band
more to come soon and ask questions if you like, and I'll answer them when I can

[RCCUMMINS89]

[ellis93]

[oldestof11]

Cool!

[RCCUMMINS89]

Do you know why it tied up? was it just because of the high rpms with low case press?

[turboram]

Low case pressure and cavitation

[RCCUMMINS89]

What timing spring are using with that timing piston?

[cmann250]

Did you ever have the VE pump on it when it was "stock"? I.E. no competition injectors or turbo?

[dazedandconfused]

Care to share anymore on you high pressure feed for the IP pump?

[turboram]

Used a long spring from a non I/c pump

Never ran with stock parts .......wouldn't run any different than a 12v, maybe just a fuzz because the injectors are slightly bigger




Ps pump feeds directly to h&r via a check valve , it has a small bypass orifice so fuel pressure doesn't feed head till after 2500rpm and has a solenoid for disable. If it is disabled it runs normally as if there was no dual feed. But the ps pump is not good for every day driving . I will be redesigning it for more reliability, it was something I threw together to see if it worked. And the pump is in the a/c pump location

There will be some testing with an electric one on the pump stand to see if it works as good as the mechanical
Should have some more time in the next few weeks

[dazedandconfused]

I was wondering if a hydraulic pump off of like a zero turn would work.

[RCCUMMINS89]

So the non i/c pumps have a longer spring than the i/c pumps? Why hasn't anyone told me this..... poo poo ka choo

Nick, what is the best spring available to use for such a set up? I will not be swapping pistons out, but instead I'll be adding the normal timing spacer to the back side of the pump, allowing it to be fall farther into the retarded position about 1/4" IIRC....

[turboram]

No clue on best spring.... just the one I used then measured advance at different case pressures



Gear to gear pumps will wear out in low lubricity applications

[Tacoclaw]

Cool setup, man, I didn't realize it was this involved!

Just a curiosity question, how did you figure out the orifice size to keep pressure down under 2500? Trial and error or did you have some ideas on PS pump output and IP consumption that let you figure it out?