Why Not Dual VP44's?
11-30-2007, 05:38 PM
#19
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Yep I need another truc kso I can have a p-pumped 24V!! OOOOoooo the fun I could have! 
Until you blow a freeze plug, drop and injector, deal with a lack of AC, etc...
All of these trucks have issues...
Until you blow a freeze plug, drop and injector, deal with a lack of AC, etc...
All of these trucks have issues...
11-30-2007, 06:55 PM
#23
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In theory, you could run dual vp44's to move more fuel but it would be really hard. It has been done on the 6.5L GM for some high horsepower tractors but that is the only time that I know of it ever being doing. Getting both pumps timed together is a bit of a trick. Also, you need to do something to the plumbing to allow you to hook up two IP's. This could either be done with custom injectors that had two inlets for injection lines or a T in the line.
The amount of work that would go into this swap would not be worth it in my opinion.
The amount of work that would go into this swap would not be worth it in my opinion.
11-30-2007, 09:05 PM
#26
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It would be a s400 using your bottom charger, he's a vendor here! Tell him i sent ya! Probably one of the cleanest best designed twins on the market, Alot of care and talent goes into his products!
12-01-2007, 12:29 AM
#28
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why couldnt you run 2 pumps and have someone make some custom lines that are Y shaped feeding the injector. That way you still feed the injector matched with the same firing order and have double the volume of fuel there? just a thought
12-01-2007, 01:28 AM
#29
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Here we go.
12-01-2007, 02:28 PM
#30
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On the ISB engines the VP-44 is what is supplying enough hydraulic force to overcome the check in each of the injector nozzles one at a time in firing order. Therfore high pressure (4000psi) is present in each high pressure line of which there are six.
The CRs have a high pressure pump that feeds a rail that is common to all injectors, this pressure is high enough that the pressure is available to the injector and electrically the injector is fired at the appropriate time and injection and atomization occur. So the key with the common rails is that as fuel delivery is increase (software, injectors, etc.) the common rail pressure must be high enough or at least have the potential to be high enough to keep up with the volume of fuel being delivered. Two very different fuel systems.
The CRs have a high pressure pump that feeds a rail that is common to all injectors, this pressure is high enough that the pressure is available to the injector and electrically the injector is fired at the appropriate time and injection and atomization occur. So the key with the common rails is that as fuel delivery is increase (software, injectors, etc.) the common rail pressure must be high enough or at least have the potential to be high enough to keep up with the volume of fuel being delivered. Two very different fuel systems.