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I guess I'm confused on the workings between the transfer pump timing and the advance servo timing, I see how the advance servo moves the cam ring when the throttle is opened but not sure on the transfer pump. So is transfer pump timing controlled by RPMs or fuel pressure? Sorry for the 100...

Hey I just thought I would bring this thread back to life since I'm dead in the water with the Burb for now. So can anyone tell me why Wes @ CDD is using an adjustable boost, boost referenced fuel pressure regulator on his DB2 pumps? I would ask him directly but I have been unable to contact...

Also when I told Mel I was building a fancy 25-30 PSI boost referenced fuel system he said I was wasting my time and the Walbro pump was more than enough. (quote unquote)

Are you looking at the first invoice I posted which is the second pump? It says it tested at half engine speed the first pump test results read different.

No, I'm running a Walbro that's puts out around 14psi.

Here is the .350 pump Conastoga did... note the different injector pressures, my present injectors were done by them popped @2250 psi.

I was just looking at the results, its putting out 150 CCs at 400 engine RPMs correct? It's fuel stacking like a bitch! Am I wrong?

Here you go

So I messed with the pump a little just know, when I went to pull the pin out of the advance rocker lever I discovered that there was no C clip retainer on one end, I doubt it fell off so it was probably left off. So after removal of the lever I pulled the servo advance plunger, then I took a...

I guess getting parts machined out of stronger metals like titanium or something would be too expensive huh? And at that point maybe machining a different pump mounting configuration and using a better pump would be cheaper, not cheap but maybe cheaper, just brain storming. Is there a 8 cylinder...

So if I get that apart the servo advance valve should just fall out if I turn the pump on its side if it's not stuck correct? Or do I need to take a magnet or something to get it out? see diagram

Another thing I'm trying to understand is when you tighten the screw on the leaf spring lets say a 1/4 turn how does that increase fuel output? Is that the screw that you turn? I'm not intending to do it on this pump I'm just trying to learn about the workings of these pumps. I am thinking of...

Do I take the bottom plug out to check the advance servo? Regarding the fuel rate of the .350 pump, this is why I've been chasing more fuel output.

I know I've posted it before and it doesn't matter now but here is the flow specs from the Pennisuler .350 pump

Here's a video...

This was supposed to read like this.... Here are the pump tags, the first one is the .350 plunger pump, note the DB2835-PE340 on the first one? That's for Peninsuler 340 HP. The second one is the POS .330 plunger Omega Moose pump.

The pump was modified from a new pump at Diesel Injection Service in Grand Rapids Mi, which as for as I know is who did all of Peninsulars work, I spoke to the guy that built the pump several times. Mel @ Conastoga was the first person to touch the pump and like I said it seized the head & rotor...

Here are the pump tags, the first one is the .350 plunger pump, not the DB2835-PE340 on the first one? That's for Peninsuler 340 HP. The second one is the POS .330 plunger Omega Moose pump.

Here we go again, this was a new DB2833-4974 made for Peninsular Diesel with .350 plungers that I drove for 400-500 miles, then I put the pump on a pretty highly modified P400 and it was not enough fuel so I sent it to Conastoga. When I got it back and installed it and it seized the .350 head &...

FYI this pump housing has less than 500 miles on it and the head and rotor have never had the transmission put in gear, maybe 1hr of run time max. It was a new DB2833-4974 pump not rebuilt.