I'd like to add a higher pressure lift pump and I've already turned up the TP 1/2 turn. What could it hurt? is it possible that a high pressure lift pump will make it easier on the IP? that is to say will it help it build hydrolic pressure and thus reduce the load?

High pressure lift pump is not going to reduce the load on the pump as it will still be moving all the same parts. I'd really like to see someone put an off and on switch in the cab to see if the sudden boost does anything worthwhile. Note: your only going to get 3 or 4cc increase in output. Turning up the pressure with the regulator will increase pump wear and load so becareful.

I'd like to add a higher pressure lift pump and I've already turned up the TP 1/2 turn. What could it hurt? is it possible that a high pressure lift pump will make it easier on the IP? that is to say will it help it build hydrolic pressure and thus reduce the load?
In the interest of answering the original question....

I am working on a setup of the same nature.

Possibly a supply pump for a 24v Dodge (~15psi).

Ideally, the injection pump should be recalibrated with 15psi supply pressure on the test stand to maintain proper transfer pressure inside the pump.

The more load you can take off the transfer pump and put on the supply pump, the longer the transfer pump should last.

I've also considered using a supply pump off a late model Powerjoke, electric inline, about 5x the size of the 6.5 pump, and capable of 80psi+!

To use something like that, you would need to rig some sort of pressure bleed in the filter base. Just try to maintain pressure under ~20psi and dump the rest back to the tank so you don't blow any supply lines. This system would be well suited for a Veggie setup, constantly passing fuel through the filter base with the heater on to keep temp/viscosity where you want it.

I'm glad to see the wheels are spinning.

I'd really like to get my hands on the Air Dog or Fuel Preporator setup.
Supposed to remove entrained air, filter fuel, separate water, and have an adjustable supply pump all together, how can you beat that?

Another project I would like to work on in conjuction with a more potent supply pump, is upsizing supply and return lines, replacing the return fitting on the pump with and inlet fitting for unregulated housing pressure, and using super high return fuel to keep the IP Ice Cold ;)

and using super high return fuel to keep the IP Ice Cold ;)

Just how critical is IP temperature? Still workin' toward veggie world, and wondered how warm veggie would effect IP long term?

Normal fuel temps run in the 140F range, heated veggie oil shouldn't exceed that by much, 176F and under is considered safe.

Forgive me if this is a stupid question, but what is MAX pressure a 5521 IP can take without damage or risk of blowing supply lines?

#2 stupid question....is there a benefit to having more fuel pressure.


What I am trying to say is: Say a 6.5 IP can take 20 psi safely....and i were to get my fuel pressure regulated to 18 psi......is there a benefit to going thru the trouble to accomplish this?

The benifit is longevity of the pump, the more work the supply pump does, the less the injection pump has to do.

As far as what supply pressure is MAX, The injection pump will take 50psi no problem, but if you go more than 10~15psi you should recalibrate to compensate.

The limiting factor is the rubber supply lines and the filterbase.

[quote=Texas Diesel Guy;618837] The injection pump will take 50psi no problem, but if you go more than 10~15psi you should recalibrate to compensate.quote]

Need more specifics. What would need resetting and Why?

In the interest of answering the original question....

I am working on a setup of the same nature.

Possibly a supply pump for a 24v Dodge (~15psi).





You can't be serious are you?

You can't be serious are you?

WHY Would you ask that JK??:confused:

[quote=Texas Diesel Guy;618837] The injection pump will take 50psi no problem, but if you go more than 10~15psi you should recalibrate to compensate.quote]

Need more specifics. What would need resetting and Why?
Umm, how about transfer pressure?
3400RPM with 5psi supply pressure your looking at ~150psi transfer pressure. Raise supply by 45psi to 50, and your transfer pressure will just about match that putting you in the 190~200psi range.

Now you tell me why you would have to reset it.

You said 10~15psi. Now what was your answer?

WHY Would you ask that JK??:confused:

Because the Cummins lift pump is a reputed POS that has been linked to injection pump failures. Anybody in the fuel system business should know this...

AH I C. Well then I'm in the air plane business and never heard that before so thanks.

I was referring to the Fuel Shop tech thinking of using it.

And I understand that but was trying to figure out why it was shock to you and I didn't understand.

Because the Cummins lift pump is a reputed POS that has been linked to injection pump failures. Anybody in the fuel system business should know this...
I know where your coming from, Bosch's official standpoint is the most VP44 warranty failures were due to cavitation inside the pump eroding the internals and they claimed this was due to low supply pressure.

In a 6.5 application, where the Injection pump is not nearly so sensitive to supply pressure, nobody would care if your supply pump only made 12psi instead of 15, still beats 5psi.

Just an interesting side note, I think most of us know that the 6.5 make their advertized HP at a fuel rate of 63.6cc, and Canadian Rigger via Wester's reflash blows that away with 93ccs.

VP44 pump on the Dodge truck is over 110!! Stock, and thats not even the High Output!

Hey, wait a minute here. It hit me today while driving. Cummins hasn't got the corner on the market in fuel injection. Here's why:
6.5L 8 cylinders 8x63=736mm3
5.7L 6 cylinders 6x110=660mm3

Cummins is a 5.7 right? I forget, 'cause I ain't got one.

Now, if those numbers aren't fair then going by displacement
6.5L/736 = 113
5.7/660= 115

A mere 1.7% difference in that department. Throw in CR, and all that other good stuff too. Doesn't seem like a whole bunch of difference to me, unless I'm missin' something

You need to replace the batteries in your calculator Knkreb ;)
8x63 = 504
and the Cummins 6BT is a 5.9L
Just for comparison sake, we'll throw the LB7 Duramax in the mix.
8x91 = 728
Lets figure with CID instead of displacement in litres too.

6.5 504cc/396ci = 1.27 mm^3 / cubic inch displacement / 1000 strokes
6BT 660cc/360ci = 1.83 "
DMX 728cc/402ci = 1.81 "

Now do you see the difference?

Dem pesky numbers! Dupp! Stupid calculator!

Wait, I see what I did, I used Candianrigger's reflash/IP numbers. Never mind, I'm going back to my refrigerant can now.

OH, I should have included that.

8x93 = 744/396 = 1.88

Which is the highest fuel/displacement ratio!

Gee, that means that CR's gonna need a tranny next, ain't he?

Hmmm, good thing you didn't take that bet, sounds like he needs an engine.