Rp39 coming soon................

runsideways2 said:
I was worried about getting suspend since I was so called being a troll and getting my post deleted like I did on CF. I know people are watching this thread closely to see what details are brought to the table. So I will be the second person to have a actual h pumped truck in the world thanks to CUT7. If anybody has a H pump running please post on this thread even if you dont want to post how or what you had to do it's fine. We would all like to drool over it, like I do over cut7 setup its actually my new wallpaper on my phone.:woohoo:
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I agree! If anyone else has a running H-pumped truck, please post, we want to see it!
 
So how about real world driving performance and horsepower figures? In your opinion is it a worthwhile conversion? I understand that it's outside the realm of possibility for most of us, but I would certainly like to know how its working out for you.
 
Dont get me wrong, I like the project and I think it is cool BUT I find those numbers hard to believe. At 1100 rpm the engine is hardly spinning. Even with a VGT ( my own tuning) and the variable timing vp44( with my own tuning) you are hard pressed to make power below 1300 rpm, let alone 1000 ft/lb +. there is no way to be on top of a turbo, at 1100 rpm, that would be needed for those numbers.

I won't tell you my peak numbers, but I have a minimum of 1000 ft-lbs between 1100 & 4200 rpm. Yes it really is that wide! And the reason is because I can vary my timing. Timing is key! And the importance of variable timing cannot be overstated.
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Variable timing is hugely important to making a wide powerband, but it is not the solo reason for making power. Variable timing is nothing new the VE pump has it, VP has it, and CR trucks have it. You are saying you make 2x-3x more torque at 1100 rpm than a 6.7 setup with a 2nd gen swap and tuning. BS flag has to go up.


I will gladly eat crow if you post a dyno sheet showing otherwise, but until that point I dont see it happening. It takes more than just timing to make torque on a forced induction diesel.

regardless it is a project to get one of these h pumps mounted and running.
 
me78569 said:
Dont get me wrong, I like the project and I think it is cool BUT I find those numbers hard to believe. At 1100 rpm the engine is hardly spinning. Even with a VGT ( my own tuning) and the variable timing vp44( with my own tuning) you are hard pressed to make power below 1300 rpm, let alone 1000 ft/lb +. there is no way to be on top of a turbo, at 1100 rpm, that would be needed for those numbers.




Variable timing is hugely important to making a wide powerband, but it is not the solo reason for making power. Variable timing is nothing new the VE pump has it, VP has it, and CR trucks have it. You are saying you make 2x-3x more torque at 1100 rpm than a 6.7 setup with a 2nd gen swap and tuning. BS flag has to go up.


I will gladly eat crow if you post a dyno sheet showing otherwise, but until that point I dont see it happening. It takes more than just timing to make torque on a forced induction diesel.

regardless it is a project to get one of these h pumps mounted and running.
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Have you read up on the borg EFR turbos they are what is making part of this power band possible and the timing it can go thru. They light really quick because of there new design. There is also a video link CUT7 posted of his H pump set up running in his truck.
 
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me78569 said:
Dont get me wrong, I like the project and I think it is cool BUT I find those numbers hard to believe. At 1100 rpm the engine is hardly spinning. Even with a VGT ( my own tuning) and the variable timing vp44( with my own tuning) you are hard pressed to make power below 1300 rpm, let alone 1000 ft/lb +. there is no way to be on top of a turbo, at 1100 rpm, that would be needed for those numbers.




Variable timing is hugely important to making a wide powerband, but it is not the solo reason for making power. Variable timing is nothing new the VE pump has it, VP has it, and CR trucks have it. You are saying you make 2x-3x more torque at 1100 rpm than a 6.7 setup with a 2nd gen swap and tuning. BS flag has to go up.


I will gladly eat crow if you post a dyno sheet showing otherwise, but until that point I dont see it happening. It takes more than just timing to make torque on a forced induction diesel.

regardless it is a project to get one of these h pumps mounted and running.
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Did you look at my signature? It's not just the timing from the pump that contributes to the ultra fast spool, it's my secondary turbo! (EFR7064, google it). As far as I know, I am the only one running an EFR on a diesel (if anyone else is running one, please post, I'd love to see your results). That contributes more to the quick spooling than does the H-pump; though the higher pressure & better atomization sure help. Also, my porting helps quite a bit, as does the cam.


I will eventually get around to posting dyno results, but honestly, I don't feel the need to prove anything to anyone; I really don't care if you believe me or not. As I stated earlier, I'm an engineer who has been in the high performance industry for 30 years, I just might know what I'm talking about.
 
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Redrider2911 said:
You got me curious. With my HE351ve i am making 20psi of boost by 1150rpm in my truck at 23* timing.
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VGT turbos do spool pretty quick, but not as fast as an EFR. More people ought to try them. If they did, they wouldn't run anything else.
 
Yotadzl said:
So how about real world driving performance and horsepower figures? In your opinion is it a worthwhile conversion? I understand that it's outside the realm of possibility for most of us, but I would certainly like to know how its working out for you.
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Real world performance is great! Power at any rpm, the truck is a joy to drive & tow with. Was it worth it? Definitely yes. The thing is, I couldn't buy a new truck with anywhere near this much power, so that's why I decided to modify my truck. It could be done for someone else if they were willing to spend the time & money.
 
runsideways2 said:
Have you read up on the borg EFR turbos they are what is making part of this power band possible and the timing it can go thru. They light really quick because of there new design. There is also a video link CUT7 posted of his H pump set up running in his truck.
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I never said it doesnt run, an idling and free reving video has nothing to do with the powerband.



like I said I will eat crow with some dyno sheets. exhaust flow at 1100 rpm is nominal even with a tiny twin setup.


What you said in your post is the reason why you made 1000 + ft/lb at 1100 rpm is because of dynamic timing. you are pitching this as any setup can throw a h pump on it and magically get 1000 ft/lb at 1100 rpm.

If you do actually make that much power at 1100 rpm it has much more to do with your tiny twin setup than it does the h pump's dynamic timing. gotta have air to make power, fueling is only half the equation.

Again here is the quote of what you posted.
I won't tell you my peak numbers, but I have a minimum of 1000 ft-lbs between 1100 & 4200 rpm. Yes it really is that wide! And the reason is because I can vary my timing. Timing is key! And the importance of variable timing cannot be overstated.
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regardless it is still impressive.
 
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me78569 said:
I never said it doesnt run, an idling and free reving video has nothing to do with the powerband.



like I said I will eat crow with some dyno sheets. exhaust flow at 1100 rpm is nominal even with a tiny twin setup.


What you said in your post is the reason why you made 1000 + ft/lb at 1100 rpm is because of dynamic timing. you are pitching this as any setup can throw a h pump on it and magically get 1000 ft/lb at 1100 rpm.

If you do actually make that much power at 1100 rpm it has much more to do with your tiny twin setup than it does the h pump's dynamic timing.

Again here is the quote of what you posted.
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I afraid you've misunderstood what I said. Timing is key, but it's not the only thing. I most certainly didn't say that you can "...bolt an H-pump on any setup and magically get 1000 ft/lb at 1100 rpm". If you inferred that, that's your deal, not mine. It's obviously the entire engine package. If you had read the entire thread, you would see that I detail how much work is involved; I'm certainly not trying to sell you an H-pump. As a matter of fact, if you waved a fistful of dollars at me right now, I wouldn't take it from you.

me78569 said:
exhaust flow at 1100 rpm is nominal even with a tiny twin setup.
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From you comment above, it's clear that you have no experience with an EFR turbo. My daddy always said, it's better remain quiet & be thought a fool, than to speak & remove all doubt.

You're just here to stir the pot & I'm not sure why, but I have an idea. Let's see some of your projects, pal; let see what you can build.

Now, quit being a troll. If you don't have anything useful to add to this thread, go away.
 
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I am aware it is an involved project, like I said it is impressive to see one of the few still being worked on.

I came at it alittle aggressive, applogies for that. Wrong side the bed I guess, no excuses. Anyways dont get me wrong I am looking forward to seeing progress.

that 1100 number just seems exaggerated, I would love to be wrong on it.
 
me78569 said:
I am aware it is an involved project, like I said it is impressive to see one of the few still being worked on.

I came at it alittle aggressive, applogies for that. Wrong side the bed I guess, no excuses. Anyways dont get me wrong I am looking forward to seeing progress.

that 1100 number just seems exaggerated, I would love to be wrong on it.
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Apology accepted.
 
Too boisterous for my taste. Then to see the resume' unfold brought things in to focus.
SmokeShow said:
What's that? :pop:
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It's easy to challenge someone to a "what have you done" contest.
Certain porn stars accomplishments come to mind.

I like the project, but meeting skepticism with challenge and vails is almost certainly why the other forum shut this down.



Sent from my XT1575 using Tapatalk
 
cut7 said:
I will eventually get around to posting dyno results, but honestly, I don't feel the need to prove anything to anyone; I really don't care if you believe me or not. As I stated earlier, I'm an engineer who has been in the high performance industry for 30 years, I just might know what I'm talking about.
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It’s not necessarily about people believing you or not. Everyone just likes to see the numbers. Everyone is already well impressed with the work that you have done, imagine if you could throw a dyno graph into the works as well? You’re an engineer, so you should understand everyone wanting to see the hard proven numbers. Even if it isn’t as drastic as you say; you would definitely get recognition. And obviously you want recognition based on your post about the lack of credit on the “other forum”.
 
And it's a repeat of CF now... people have caught on to the BS.

You may as well drop it now, before more evidence starts surfacing...
 
I've heard you say you had proof of it cranking an Idleing, is it up and running/driving? You know for a fact it's making 1000lb at 1100rpm? Not being negative, just wanting to know if these numbers are fact?
 
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