Fuel It Up!

When we last left Project Triple Threat, it had been part of an immense turbo test that we featured in our Sept. ’11 issue. With Garmon’s Power Package, the truck made 432 rwhp on a Dynojet chassis dyno, but EGT was a toasty 1,600 degrees. After our turbo test, we settled on a small set of compound turbos—an ATS Aurora 3000/5000 combo. With both turbochargers doing so much work, we had a very driveable combination: capable of towing 10,000 pounds up a 7-percent grade, without breaking 1,200 degrees EGT. The problem was that full-throttle blasts also only resulted in 1,300 degree EGT, which meant that for short bursts, we could use a lot more fuel. Since we had already done our legwork in the form of a stout transmission and triple-disc torque converter from Brown’s Diesel and had equipped our 5.9L Cummins with ARP head studs, all we had to do was make a few simple changes.

To gain access to all the parts we needed, the intake horn had to come off. This would allow easy access to the overflow valve, injectors, injector lines, and delivery valves.

To gain access to all the parts we needed, the intake horn had to come off. This would all

First on the list was a set of significantly larger injectors from F1 Diesel. Our old injectors were worked-over 5x0.012-inch units while the new ones have 5x0.018-inch nozzles. This means a nozzle area nearly twice as large, which provides a lot more fuel. The delivery valves were also changed, from stockers to Bosch 024s, which, depending on pump settings, can be worth at least 20 hp. Overall, we were looking for the extra fueling to pick up at least another 100 hp at the wheels. Read on to see how we made out.

Located at the front of the injection pump, the overflow valve (arrow) is what regulates the fuel pressure coming to the P7100. While stock pressure is fine for factory pumps, modified pumps (like ours) do better when the pressure is increased.
Located at the front of the injection pump, the overflow valve (arrow) is what regulates t
As an easy way to increase fuel pressure, we stretched the spring in the overflow valve. While this helped, our pump modifications could still drag the fuel pressure down to 10 psi at wide-open throttle.
As an easy way to increase fuel pressure, we stretched the spring in the overflow valve. W
We needed more supply pressure, so we cut and spliced a 100-gph Raptor pump inline with the factory lift pump. This compounded our pressures and tripled our flow, to 30 psi.
We needed more supply pressure, so we cut and spliced a 100-gph Raptor pump inline with th

Since we’d seen big gains with injectors before, we switched out our 5x0.012-inch injectors for some 5x0.018-inch units. We expected to see at least 50 hp with the injector swap but were somewhat worried about the driveability and smoke levels with the big sticks.
Since we’d seen big gains with injectors before, we switched out our 5x0.012-inch injector
When it’s easy to see the injector holes with the naked eye, you know they’re pretty large.
When it’s easy to see the injector holes with the naked eye, you know they’re pretty large
With the larger injectors installed, we also needed to increase fuel flow to the injectors. We replaced the stock delivery valves (which in our case were labeled 167) with Bosch 024 delivery valves from Dynomite Diesel Performance. Without the larger delivery valves, the truck actually popped and sputtered when being revved up in neutral.
With the larger injectors installed, we also needed to increase fuel flow to the injectors

It’s always nice when a truck picks up power with every modification, and that’s exactly what happened! The injectors made an extra 50 hp, the delivery valves gave us 25 hp more, and believe it or not, the increase in fuel pressure gave us an extra 35 hp. In all, we left with 540 rwhp, which is a lot better than the 432 rwhp we started with. Smoke was still just a light haze at full throttle, and EGT and boost were 1,600 degrees and 62 psi, respectively.

It’s always nice when a truck picks up power with every modification, and that’s exactly w

Keeping a Budget
1995 Dodge Ram 2500 - $5,500
Free mods (+96 hp) - FREE
Brown’s/Goerend 47RH (inc. labor) - $5,836.16
ATS billet-steel flexplate - $525
ARP 2000 head studs - $400
Misc. parts for head gasket swap - $130
5x18 injectors - $1,200
024 delivery valves - $260
Raptor lift pump - $390
ATS Aurora 3000/5000 compound kit - $5,500
TOTAL PARTS: $19,741.16

Labor cost for free mods - $100
Labor cost to install transmission - $480
Head gasket swap/killer dowel pin labor - $1,040
ATS twin-turbo kit labor - $600
Injectors, delivery valves, and lift pump - $400
Total Labor: - $2,620
Project Total to Date: $22,361.16

Performance: 0 to 60 mph: 4.1 seconds (4x4 launch)
Quarter-mile: 12.81 seconds at 106 mph

The Sand Drags
We’ve dyno’d, drag-raced, and even towed with our ’95 Dodge, but how about sand drags? Hey, why not? As it turns out, we did pretty well, finishing Third out of 10 trucks in the Street Class (no paddles allowed). We ran 6.3 seconds at 45 mph in 300 feet and lost to the eventual winner in the semifinal round. While the launch felt nowhere near as good on cement, the ruts and bumps made keeping the truck off the wall an interesting task. For a rodeo-like acceleration contest, check out sand or dirt drags at a location near you.

SOURCES
Brown's Diesel 3832 W Mt. Whitney Riverdale CA 93656 559-867-1111 www.brownsdiesel.com	PureFlow Technologies 705 West Mausoleum Rd. Shelbyville IN 46176-9720 877-421-3187 http://www.pureflowairdog.com
Dynomite Diesel Performance 13675 Roosevelt Rd SE Monroe WA 98272 760-794-5732 www.dynomitediesel.com	F1 Diesel www.f1diesel.com