VE Tech

I think a few TDI's are up that high, but with only an 11mm pump. If you do try the 14mm head, I'd keep a spare pump handy.
 
Well the more I read the more I learn. The main points seems to be keeping it fueled and decent case pressure at high revs. The fill time with a bigger plunger is higher so the need to get fuel in there quickly is important.
The heads only have 2 fill ports it seems in general and due to how they seem to be cast in wouldn't be easy machining more in at least as far as I can imagine at the moment. So perhaps flexi honing them for a few hours we could bring those internal diameters out.
Case pressure regulation is also a big problem so I think I will try get my head around external regulation and try improve the flow through the standard fuel inlet.
 
Whitey_VE_pump said:
Well the more I read the more I learn. The main points seems to be keeping it fueled and decent case pressure at high revs. The fill time with a bigger plunger is higher so the need to get fuel in there quickly is important.
The heads only have 2 fill ports it seems in general and due to how they seem to be cast in wouldn't be easy machining more in at least as far as I can imagine at the moment. So perhaps flexi honing them for a few hours we could bring those internal diameters out.
Case pressure regulation is also a big problem so I think I will try get my head around external regulation and try improve the flow through the standard fuel inlet.
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At some point your just going to run up against the physical limitations of things, especially with rpm. I'm pretty sure JAyers hit 4-5K on his runaway but the pump only lasted a few seconds before it seized.

https://www.youtube.com/watch?v=2Dj6Q7S9V58
 
Hey all,

I had a PM from smokinVE about the inlet fitting we have on Sis's 'Li'l Nellie' truck.

It wasn't until we pulled it out that I realized we custom made the fitting. When Craig had the truck, Mt. Diesel installed one of the RockenTech 14MM heads on their Hot Rod VE for us so we knew a larger fuel supply would be in order.

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The fitting converts the 12MM-1.5 fitting to 10AN. We also drilled out the I.D. of the fitting for more flow.

Let me know if we can make some of these for you all.

Thanks,
Arch
 
YoungDiesel27 said:
Like it has for everyone else :poke:
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Ha ha. but yep, he was just driving along one day and total destruction occurred. Dale stepped it up a bit with his 12mm Mt. Diesel Hot Rod Pump so we won't be needing the bigger head anymore. Craig's went 372HP at TS with that laggy 64/14. It roughly made 35-37psi of boost then. He later installed a modified H1C and was seeing 42psi of boost. Could you say he was making 420HP?

He stepping to the dark side with this truck. He's currently installing one of P-Pump engines we got from Loaded Burrito. Just so much easier with that big 'ol inline pump.
 
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Part numbers.

Forgive me if this has been covered but I'm trying to verify some part numbers for a VE build.

"High rpm" spring kit - 1 467 210 410
Stock Roller assembly - 1 460 232 950
3.2mm cam plate - 1 466 111 611
3.5mm cam plate - ???????

Question on the roller assembly. I've headed there is a "heavy duty" roller assembly. Is this the "solid cam roller kit" - 1 467 010 535

Also, 4mm cam plate. I see the rocken tech item. What's the expected life span on one of these in a 12mm daily truck? This is implying I can keep it fed and will likely never see anything over 2700rpm.

Thanks guys, love this thread. Gotta keep these slow VE trucks rollin!
 
The coated solid roller and pin kits I use are 1 467 010 536.

I would use the stock 3.2 cam, I've seen plenty of OEM cam's flaked, I can't imagine a china cam plate has much life expectancy.
 
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so i see it was discussed quite a bit but no one ever found a part number for a 3.5mm cam plate?

someone mentioned a Man diesel may have a 3.5mm cam plate? been doing a little digging and here is what i've come up with so far for cam plate part numbers

1 466 111..
347 - Cummins 6bt
361 - Cummins 6bt
611 - Man 6 cyl
654 - Man 6 cyl
661 - Man 6 cyl

anyone have one of these cam plates laying around to verify lift?
 
Bodacious said:
He stepping to the dark side with this truck. He's currently installing one of P-Pump engines we got from Loaded Burrito. Just so much easier with that big 'ol inline pump.
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Ain't that the truth. I'm fighting the same ordeal on my pulling tractor. Stock VE was a HUGE step up from a CAV, but I've tapped out the VE and am looking into a inline swap. Too bad it will be much more complicated for the Perkins than a Cummins.
 
mfsuper90 said:
Ain't that the truth. I'm fighting the same ordeal on my pulling tractor. Stock VE was a HUGE step up from a CAV, but I've tapped out the VE and am looking into a inline swap. Too bad it will be much more complicated for the Perkins than a Cummins.
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I'll bet it wont be as bad as you might think. At least it already has a gear driven 'rotomaster'.

...it's not taboo to say that on here is it???
 
I've notified every VE truck about your heresy.

Soon they will corral your rotomaster in a Bosch ring

:hehe:

Bodacious said:
I'll bet it wont be as bad as you might think. At least it already has a gear driven 'rotomaster'.

...it's not taboo to say that on here is it???
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This may be a dumb question, but what would happen if you took a CP3 pump and plumbed it in to feed the rotor through the timing port?
 
How about a billet pump housing with all enlarged drive parts, 16MM head, etc... I have some P-pumps fellas...just kidding. lol

Are you all flowing enough fuel that you need a feed line larger than 1/2"??

I have fed our 700+HP race engine with one 8AN and a Aero1000 set at 60psi. When you get those old rotaries pumping out those non-nitrous numbers, I might start getting concerned.
 
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