95' Junker Drag Truck

TRUBBS said:
would this way work or is it to plain jane to work correct, i was thinking of just runing the supply line from my ford pump directly into the stock cummins lift pump and leaving it at that, just to boost the cummins pump. could/would doing it that simple work?
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I have no idea how much fuel the factory Ford pump puts out. I'm sure it would work for normal 300HP or less power levels, if you're going for bigger horsepower than that, you better find out how many gallons per hour the Ford pump pushes. A Holley Black pushes about 140 GPH. Most of the aftermarket electric lift pump companies recommend 150 GPH for 550 to 750 HP setups.
 
TRUBBS said:
would this way work or is it to plain jane to work correct, i was thinking of just runing the supply line from my ford pump directly into the stock cummins lift pump and leaving it at that, just to boost the cummins pump. could/would doing it that simple work?
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That's how most do it. Pusher pump.
 
i am running a holley red into my lift pump right now... it helped, but not a lot it still runs out of pressure on level 5 on the comp... granted its not a mech pump on a12 valve... i am going to ave to change out the dodge pump soon to something else
 
I was able to maintain pressure on my old 99' with a SO VP44, Jammer 5's, Adrenaline when I stepped up to a "Summit Brand" Holley Black 140 GPH pump. (Stretched spring for 17 psi at idle, it would hold 13-14 psi WOT).

The Holley Blue pumps with stretched spring for 18 psi at idle would only hold about 9-10 psi at wide open throttle. At 18 psi, I would wear out a Holley blue in 10-14 months. The seal would start to leak and let fuel get into the electric motor on the 10 month failures. The 14 month failure, the spring/wire brush contacts had worn all the way through the spinning shaft contact patches. Usually the brushes wear out and you can replace them, on my pump, the brushes still had 25% life left but had worn out the component they ride against. I'm guessing this was due to the fact that pressure had been raised to 18 psi and therefore the motor was pulling more amps than it was designed for and burned up.
 
Transmission parts came in the mail and I now have a new triple disk torque converter from Phil Taylor of Diesel Performance Converters! :bow:

My transmission is fully assembled and ready to install.
Transmission526009.jpg


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Phil also set me up with a double flexplate insert. Essentially, the ring gear is machined off of a stock flexplate so that it can be installed on top of a regular stock flexplate. This is a poor-mans "upgraded" flexplate and believe it or not, it still flexes so an argument could be made that it's a superior design to a billet solid flexplate (err..flywheel). Anyway, Phil made it pretty with a nice paint job and I find it comical that the best looking parts on my truck (the converter and flexplate insert) are hidden from view!

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Stock flex plate: crank side

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Stock flex plate: converter side

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Stock flexplate: converter side with machined flex plate insert

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Side view of flex plate plus insert

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View from crank side of the stock flex plate plus insert

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View from converter side of the stock flex plate plus insert

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Finally, here is a picture of the whole thing assembled and installed. I used lock-tite on the bolts and torqued them good-n-tight. I'm guessing the stock torque spec is somewhere around 55 to 60 ft lbs.

Also notice that I did not reinstall the stock large round bagel sized washer/backing insert. This allows the threaded bolts that go into the crank hub to maintain factory spec thread engagement and the double flex plate center section is strong enough to not need the bagel sized backing plate.

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I'm pretty sure with the new triple disk converter and doubled up flex plate, the stock input shaft will be the next weak link. There is only one way to find out! I anticipate going to the track next Friday night on June 3rd.
 
Big Blue24 said:
I'm pretty sure with the new triple disk converter and doubled up flex plate, the stock input shaft will be the next weak link. There is only one way to find out! I anticipate going to the track next Friday night on June 3rd.
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It just needs to be cryogenically treated... LOL
 
Can't wait to see your new times with that converter! When are you going to get some real sticky tires? Or is that your insurance for the stock shafts LOL
 
YOUNG GUNS15 said:
How much did that flexplate insert cost ya? Kinda interested in one
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You'd have to call Phil and see if he has any more in stock. I just sent him back a core flexplate so I'd imagine he has at least one more available.

The drawback to the insert is the fact that you have find a used flexplate to cut up to make it. Used flex plates seem to sell for $40 to $100.
 
Big Blue24 said:
You'd have to call Phil and see if he has any more in stock. I just sent him back a core flexplate so I'd imagine he has at least one more available.

The drawback to the insert is the fact that you have find a used flexplate to cut up to make it. Used flex plates seem to sell for $40 to $100.
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Wouldn't it have been better to just get a PRW plate for $150?
 
has the new flex plate insert been balanced, is there any accomodations required for the extra thickness
 
Charger said:
has the new flex plate insert been balanced, is there any accomodations required for the extra thickness
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I'm not sure on the balancing, Phil Taylor did the work. He does build torque converters for a living that require balancing so he has access to balancing equipment in his shop.
 
I got my transmission and twins reinstalled this morning. Took it out for a test drive and promptly returned due to excessively high line pressure. It was pegging my 200 psi gauge and the peg is set far enough back to guesstimate 250 + psi.

After backing down the pressure screw two turns, the pressure in 1st-3rd settled in right at 165 psi, so I'm going to have to drop the pan again and add another turn and a half to get my targeted 200 psi.

It's been quite a while since I've driven the truck so I had to "play" a little.

First off, this new DPC triple clutch torque converter is AWESOME! It locks up fast and definitely puts more power the ground. Phil made it just a hair tighter than stock and it's stalling around 1800 rpm with my power combination.

I had a buddy with me and we opened it up on a closed course. I stabbed the throttle at 50 mph and the small He351 instantly shot up to 25 psi. It pulls a little at 25 psi, but when that big HT4B lights, it's insane. By 65 MPH boost hit 60 psi where you could feel the rear end get loose. We had the windows down and conditions were just right to where the rear tires would screech and scream when the slipped. It put a smile on my buddies face to say the least! As boost continued to climb to 75 psi, the rear tires maintained a controlled slip and audible screech till 85 MPH where the screech would go away and the tires would fully regain traction.

I cant wait to get this beater back to the drag strip and see what it will run with the new triple disk from Diesel Performance Converters.
 
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