I'm late here but IIRC Fords turn the IP in the opposite direction.
Conestoga diesel offers GM DB2. When I spoke to them they said they have been selling them for about a year. They have sold 6. Mine makes #7 and the first Bull Moose. They said there is not a lot of interest with the GM IDIs as with the Ferd IDIs.
Well the stars, sun, and moon all aligned yesterday and I was able to play hooky- sometimes there are benefits to owning your own business! Got home early about 2pm. Starting pulling the old IP about 2:15pm. The new IP from Conestoga showed up around 3:00pm. Despite have to stop for a couple of quick rain showers, I got the new IP on and was driving the truck by 5pm. I have never changed an IP before by going through the oil filler tube- looked a lot harder than it actually was.
This info was at the tail end of the included instructions:
There is no break-in period for the Moose Pump, so feel free to lay into it at any time. A few cautions though:
1) For the Bull Moose, and Moose Junior a pyrometer is NOT an option with these pumps. You are guaranteed to melt a piston or blow a head gasket without the proper instrumentation. Conestoga Diesel Injection sells quality pyrometer and boost gauges.
2) Pyrometer probes must be within 3" of the exhaust manifold. NO POST TURBO PYRO's. Your temps will skyrocket much too quickly for a distant probe to safely report. Be on the safe side and KNOW what your EGT's are, right away.
3) For Bull Moose and Moose Junior, this pump has the potential to melt a piston in your engine, if you floor it and hold it there. The maximum HP this pump is capable of producing can only be achieved if your turbo output is intercooled, and your turbo can supply whatever boost is required. That is not to say you will have problems with this pump on a stock turbo IDI. What it means is, that you will and must drive by the pyro, ALWAYS.
4) The extra output of the Bull Moose Pump is best utilized at higher RPM's when maximum boost is possible. At lower RPM's, you will enjoy brief applications of the throttle which will produce monstrous clouds of black smoke. WARNING! People behind you may not be able to see you! Do not stop suddenly! While you’re enjoying the show, don't forget to keep your eye on the pyro. 1250 is the maximum recommended EGT, and only for brief periods. For maximum engine life, keep your EGT’s below 1100 degrees.
The Staff of Conestoga Diesel Injection wishes you the best with your 6.2L or 6.5L IDI.
After reading that I was a bit concerned but I was worried for nothing. My initial impressions are this IP rocks! It is a civilized house cat until you lay the wood to it and then hang on, the tiger is on the prowl! I only have about 20-30 miles of driving but she is easy to drive with NO SMOKE and plenty of power. If you get into before the turbo is in its power band it will smoke/ roll the coal some but way less than some trucks I have seen. In general EGTs are much lower- about 100-150 degrees lower at cruise. Boost is lower by about 1 psi at cruise. At 3/4 throttle I saw almost 15psi and about 650-700 degrees on the pyro. That was at around 70mph in 4th turning 2400-2500 hundred and after a brisk run through the gears. All in great manners at light to moderate throttle, plenty of top end (it runs like a bat out of h%$^&% above 2000 grand!), smoke was light to non existent at normal throttle inputs, smoke was easy to control otherwise. All in all I am impressed at the smoothness and drivability- in general it starts and runs better than any DS4 I have driven. As a bonus for first time since I have the ATeam on any of my trucks she whistles, not as much as GMx turbo but definitely noticeable. That was a nice bonus. I am sure I could lug the motor in 5th and really lay a cloud but who drives that way? In normal driving so far this pump seems to be a solid performer. I plan on going to feed some friends horses this evening then the wife and are going to dinner in Richmond- going to see how she does in some traffic and I will let you guys know.
