Banks sells a cam plate and so does B D, http://www.dieselperformance.com/ind...uct/index/142P
You can also take the rear plate off and give it a SMALL turn...like less than an 1/8 turn..to up the delivery. Careful!
__________________
I'm developing a taste for tracked things
1968 Kaiser/Jeep M35A2 W/W
1968 Johnson Furnace M105A2
Tents, Camo netting, Lotsa other junk.
Why can't I walk to the back of my garage
Bullets make me happy
MVPA # 30114
ASMH Volunteer
Secretary SCMVCC
what is the limit on drive train hp? I see it's not hard to go to 400hp id would put on an air to air cooler if i went that far. is this safe for the drive line?
what is the limit on drive train hp? I see it's not hard to go to 400hp id would put on an air to air cooler if i went that far. is this safe for the drive line?
Unfortunately, the transmission is almost at its limit already. I have seen anywhere from 250 to 270 HP as the max HP limit. The transfer case will be OK so long as you don't try low-range and reverse at the same time. That tends to crack the case.
There are some marine versions of the CTA 8.3 that were rated for 400 HP. The use a air-water charge air cooler so they are not really concerned about EGT's with limitless cool water on hand.
There are a couple of versions of the in-line Bosch pump found on the 8.3L. One is the P7100 like the Dodge 5.9L engines use. The other is the style found on the 8.3L used in our 939A2 trucks. They do not have the cam plate like the P7100 pump.
Injection Pump folks that I have talked to tell me that you can expect to get around 50 HP max from pump adjustment on our 939A2 pumps. Anything more than that would require swapping out delivery valves and going with higher volume injectors.
Seeing that my engine is currently without an IP, I have considered going to a P7100 pump. I will probably end up going with the stock pump though unless I end up swapping out the transmission for an Allison with more HP capacity.
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Chris Stansbury, founder of Chris' CUCV Homepage in 1998 and Steel Soldiers in 1999.
1985 AMG M998 HMMWV, under the knife
1992 BMY M925A2 - TRADED!!
1991 BMY M923A2, SOLD
Chris, If you wanna go from the A or MW pump you will need to change the gear housing and pump drive gear, so you would be smart to do it now.
__________________
I'm developing a taste for tracked things
1968 Kaiser/Jeep M35A2 W/W
1968 Johnson Furnace M105A2
Tents, Camo netting, Lotsa other junk.
Why can't I walk to the back of my garage
Bullets make me happy
MVPA # 30114
ASMH Volunteer
Secretary SCMVCC
Thanks Will. I did not know that would require swapping gear cases. Bummer. Here are some pics of the pump on the CTA 8.3 in the 939A2 trucks along with a pic of the RQV governor from the P7100. What is the actual model designation for this pump? I see the AFC has a star wheel adjustment like the P7100 which will allow more fuel at low boost. That will help get us off the line. I read the rebuild procedure in the TM today and it does not have an interchangeable cam plate like the P7100. There is a rack travel adjustment accessible through a plug in the top of the pump housing. It has a R.Q.V. governor like the P7100, but the housing is different. The governor springs adjustment procedure looks to be identical. The housing in the P7100 allows the AFC to be mounted on top. Removal of the AFC allows access to the adjustable or interchangeable cam plate. The AFC mounts on the rear of the pump used on the 939A2. The pump housing looks identical on both pumps.
__________________
Chris Stansbury, founder of Chris' CUCV Homepage in 1998 and Steel Soldiers in 1999.
1985 AMG M998 HMMWV, under the knife
1992 BMY M925A2 - TRADED!!
1991 BMY M923A2, SOLD
turning up Cummins 6CTA8.3
