typical vacuum drawn by the pump is over 19 inches for a good pump. once it falls below 18-19 inches you start having problems with shifting.

 

I installed an old boost gauge on my dash, which coincidentally has vac pressure on the left side of the scale. I tee'd it into the vac system, because over the last 5 years of owning my IDI van, I've had 2 vac pumps fail on me in the worst possible places. Now, at least I know if the vacuum starts to degrade before I'm in some remote place of the world.

For the most part, my gauge reads around 25 in hg during regular use.

With the VRV, it is not temperature modified. It's a mechanical valve, which needs to make a gradient shift in vac from over 13inhg to 5inhg depending on throttle rotation.

I don't think the plastic threading is something logical like an NPT threading. I just modeled it in CATIA based on it's thread count, depth, and other helix measurements. I was able to simulate it in Assembly Design and verify it fit with the appropriate 3D constraints. So it should fit with EOM versions, and I can post pics once my high-grade plastic prototypes arrive.

 

hey man do you still have that contact for the VRVs?

 

That's awesome. Let us know how your prototype works.

I recall reading on-line that an IDI owner tried to modify a VRV from another diesel. I wonder if this one could be made to work?

 

did this work on your truck

 

did this work on your truck

 

the GM VRV turns the opposite direction

I've used parts from the GM VRV to fix the Ford units.

it is possible to to change the configuration of the IP but sure is a PIA.... right now the options are use a Mechanical Modulator Valve that is controlled by a Cable, use the VRV that Genscripter makes or Modify your C6 to a Manual Shift where it doesn't use a Modulator and lastly use DRV101 electronic with a TPS.