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Scheid Diesel’s P7100 Conversion kit starts at just under $2,300 (minus a pump) and comes with virtually everything needed to perform the swap. The key items that make the swap seamless include a 12-valve gear housing, pump drive gear, stainless steel fuel lines (mild steel units are also available), throttle linkage, P-pump support bracket, injection pump oil feed line, camshaft sensor adapter, grid heater spacer, and all necessary gaskets, seals, and hardware.

While the 24-valve 5.9L Cummins found in ‘98.5-’02 Dodge Rams can be a great workhorse engine, it leaves much to be desired in the way of reliability and horsepower potential. A failed lift pump tends to take out the electronic Bosch VP44 injection pump, the rotary style pump itself can’t fuel past 4,000 rpm, and as of late, ECM problems seem to be plaguing the ‘98.5-’02 secondgens. After encountering the latter scenario—where the engine would spontaneously free-rev on occasion—the owner of this ‘01 quad-cab ¾-ton, Thales (T.J.) Stewart, decided he’d had enough of the VP44 woes. But instead of trading the truck in on a newer common-rail, he elected to ditch the electronic rotary unit in favor of a P7100 (a.k.a. P-pump).

For both street and competition applications, P-pumping a 24-valve has long been thought of as the best of both worlds. It combines the extreme fueling capabilities of the P7100 with the higher-flowing 24-valve head. This not only brings a considerable amount of extra horsepower potential to the table, but it also brings with it the time-tested reliability of a mechanical, inline injection pump. For Stewart and countless other Cummins owners that’ve completed the swap, the P-pump is the best thing that ever happened to the 24-valve Cummins.

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Diesel World January 2019, Cummins Dynasty, Sneak Peek : 2020 GM Trucks, Behind the Scenes : Schied Diesel Extravaganza 2019 And More...