I'm kind of thinking the overdrive part is probably the easy bit it's the associated plumbing that may get complicated.

 

Is there a reason that nobody has done this hpop setup style in the last 25 years?
That would be one of my questions when looking into it

 

For context, stock pump turns at 85% engine speed. Not sure what the CAT, DT466 pumps spin at but the gear is a lot smaller on the DT. I think 6.0 uses the same internals and it gets higher rpm then our engines?

Iirc the dieseite one was 1k for the 1.5:1 ratio unit, but then again that was 10 years ago and it never went on sale. Also the dieseite name costs a pretty penny by itself.

With regards to wear, my napkin math is right (it prob isn't), a change from 15° to 20° swashplate results in a ~32% increase in the orthogonal force vector on the swashplate end of the piston. Most of the Parker units Ive seen have a 15-17° max angle for their pumps, while being rated from 2500-3600 rpm. I'm assuming that, in terms of wear forces, increase rpm doesn't scale as fast as swashplate angle.

That being said, our engines pollute the "hydraulic" oil with micro abrasives in terms in the form of soot. Piston pumps require tight tolerances between piston and cylinder block to make the pressures they do, so that aspect of wear might become more prominent with more rpm? Shorter OCIs, gapless piston rings, or soot filtering bypass might help with pump longevity in this case?

@ESwift I think you don't see this solution much because it's expensive and you don't end up with a rebuilt pump afterwards. It's a lot easier to change the swashplate angle, and the customer gets a rebuilt pump in the process.

 

All that does make sense, higher rpm would be less stressful on the internals. There is a reason or two why they pulled the overdrive off the market after, it would be interesting to know.
Especially after reading all the raving on that link about how it's so amazing.
Sure there is the initial cost, but after that, it's just the usual fresh hpop as needed. For those of us that are keeping our 7.3 alive and on the road as long as possible it appeals to me as reasonable enough.

 

When I email them they told me it "is still in development" and has never been released.

IDK if there's enough of us to make it worthwhile to a business. Make more money refurbishing HPOPs and offering tiers.

 

Did you ask about being a beta tester? Is it still considered beta testing after a dozen years? Got to be creeping up on zeta by now.

Ahhh tiers, a suckers catnip. It's got a higher number that means it has to be better right? Not to mention the constant competitive "keeping up w/ the Jones's" mentality we can't seem to shake.

They felt there was still a strong enough market in this little niche of the diesel world to design and test a billet pump housing, but not enough to bring to market a gear box that by all available info was already fully tested and proven.

 

I can ask but I'm sure they'll say no.

The billet housing makes sense in terms of future proofing their product offering; I've heard decent cores are hard to come by these days, with many having unacceptable housings.

 

https://www.dieselworldmag.com/diesel-technology/gen-3/

 

Swamps is no more though.

 

I see used gen3 all the time. Everyone realizes how bad the idle manners are for a daily driver and wants em gone. But for a race truck, they work well.

 

Too bad about swamps. Just not sure how it did what it did with the old hpop still installed. Or am I seeing that wrong?
Haldex hydraulic pump search, those aren't expensive at all comparatively speaking. Hmmm...

 

DieselSite is no longer offering their line of transmissions due to parts/supply issues. It wouldn't surprise me if billet is the only HPOP option in the future.

 

The factory pump bolts to the back side of the front cover. So they manufactured a reservoir to add an additional mounting location and mated a gear to the stock gear to drive the second pump. Possibly 2 gears if orientation was a factor. Then just hook that pumps discharge to the rear plug of the stock pump which joins the stock pumps discharge ports and the IPR circuit. From there everything works like factory. oil goes to the heads and any excess the IPR dumps back to the pan.

 

https://parts.psehouston.com/products/swamps-gen3-hpop I see it listed in a couple other places too.

 

Marketplace find of the day, for people who want all the power they can have