Full cut delivery valves

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Full cut delivery valves

Postby motorwood » Mon Nov 14, 2011 6:51 am

What gains in fuel flow can be had by full cutting delivery valves on the VE?
'03 2500: utility body stock; '92 350 flatbed: maxed fuel, 354 spring, 6x.016's, 14mm H/R, 2.8plate, studs, springs, A1000 5/8 line, Super40 = 454hp 1080tq all fuel. Have added S3 66/74/.91, O-rings, home port job, Steedspeed t-4 manifold. Hp=437/857 :( 13mm P, 5x.025, he551+ht80 843hp 1thousand something trq. Broken 5th gear.
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Re: Full cut delivery valves

Postby KTA » Mon Nov 14, 2011 1:43 pm

40CC'S AT RPMS below 1500, no more fuel or 0cc's for rpms over 2000. So if you are looking for more smoke it will help, more power it probably won't unless you run very small injectors and a turbo setup that makes full boost at 1200-1500rpm.
Fleet of Junk: 1989 D350 627rwhp 1300 tq B-1/Hx60 twins, KTA pump/injectors, ported head, BIG fuel supply. 13.75@ 109.5mph 1/4: 1992 W350 Cab-chasis, 1993 W350 ext cab cust.370 inj Hx40/16cm 290rwhp hydroboost brakes,1984 D350 crew-cab another project.
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Re: Full cut delivery valves

Postby ahale2772 » Mon Nov 14, 2011 1:47 pm

why is it limited to low Rpm's Brian?
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Re: Full cut delivery valves

Postby KTA » Mon Nov 14, 2011 2:28 pm

Delivery valves are just check valves. The faster you shut them the more fuel you can trap for the next cycle. In a rotary pump the design of the plunger also effects port timing becuase of the slots cut in it to allow fuel distribution. At rpms the plunger acts as the check valve in the system instead of the check/delivery valve. Delivery valves in a ve are manily to improve idle qualty and to balance fuel delivery, beyond that they are unnecessary. I sure wouldn't take them out though as that won't gain you anything good either. 8)
Fleet of Junk: 1989 D350 627rwhp 1300 tq B-1/Hx60 twins, KTA pump/injectors, ported head, BIG fuel supply. 13.75@ 109.5mph 1/4: 1992 W350 Cab-chasis, 1993 W350 ext cab cust.370 inj Hx40/16cm 290rwhp hydroboost brakes,1984 D350 crew-cab another project.
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Re: Full cut delivery valves

Postby motorwood » Mon Nov 14, 2011 3:08 pm

Thanks Brian. I've been studying P-pump stuff and was surprised at how much effect DVs have on those.
'03 2500: utility body stock; '92 350 flatbed: maxed fuel, 354 spring, 6x.016's, 14mm H/R, 2.8plate, studs, springs, A1000 5/8 line, Super40 = 454hp 1080tq all fuel. Have added S3 66/74/.91, O-rings, home port job, Steedspeed t-4 manifold. Hp=437/857 :( 13mm P, 5x.025, he551+ht80 843hp 1thousand something trq. Broken 5th gear.
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Re: Full cut delivery valves

Postby oldestof11 » Mon Nov 14, 2011 4:21 pm

Brian, what would the effects of a higher spring rate behind the DV to shut it sooner in higher RPMs?
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93 D250~ Mismatch of cheap parts, trying to look fast going slow
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Re: Full cut delivery valves

Postby dazedandconfused » Mon Nov 14, 2011 4:46 pm

Hmm I wonder if they would help if you were running a supercharger and building boost instantly.
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Re: Full cut delivery valves

Postby KTA » Mon Nov 14, 2011 9:26 pm

Higher spring rate would make very little diffrence, and probably none at all since thye plunger is the control at rpm not the DV. AT just 2000 RPM the injection cycle lasts less than .01 of a second. That isn't much time, and at 4000 it is 0.005 of a second!!!
Fleet of Junk: 1989 D350 627rwhp 1300 tq B-1/Hx60 twins, KTA pump/injectors, ported head, BIG fuel supply. 13.75@ 109.5mph 1/4: 1992 W350 Cab-chasis, 1993 W350 ext cab cust.370 inj Hx40/16cm 290rwhp hydroboost brakes,1984 D350 crew-cab another project.
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Re: Full cut delivery valves

Postby ahale2772 » Tue Nov 15, 2011 5:05 am

if you were running a supercharger


I too have that thought...
84 CCLB W350 project
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