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pulling the innards from a 7.3 IDI pump and a 6.2 pump

I know Tim(TD) has given me an idea why it probably wouldn't work, but why not try a Bosch CP3 if you are going to mount a belt driven pump...you don't need duals, but a single CP3 would be more than you guys would ever need...just as those overseas guys found a way to make two stanadynes work, maybe with a little ingenuity you can figure a way to make a CP3 work...

Duramax_DF_v4.jpg
 
Starting with no practical way to time injection pulses, as the CP3 is a constant flow high pressure (way higher than the 6.5/6.2 injectors are designed to handle) pump designed to fill a common rail that feeds electronically actuated injectors. I still like the idea of using a P700 designed for eight cylinders adapted to run on a 6.5. You can get virtually unlimited injection event volume and timing out of the design.
 
the best idea is to adapt a drive system for two four cyl bosch pumps, much higher fuel levels can be achieved, and higher rpm's as well. the theoretical limit to the vw 1.9 AAZ IDI was 7,500 only due to the fact that the pump could not effectively supply fuel at higher speeds. in this way, AAZ dual pop injectors could theoretically be used as well ,for quieter engines and lower emissions. NOW! back to the subject at hand. I believe that most folks endeavor to simply squander large quantities of fuel in search of a higher power. While I agree that this is a lucrative "power wise, not monetary wise" venture I choose to look to different avenues to make more use of the fuel already available to us AKA: NOX, CO, CO2, etc. these compounds, and others are none other than fuel that is wasted not burning fully, diesel exhaust smells that way and everyone knows it. I propose that a sharp review of how the fuel is injected needs immediate and very careful examination, not just quantity, but quality of injection. Everyone agrees that higher injection pressures work "hello? anyone heard of DI???" this is because the fuel/oil etc. is atomized to a finer mist by a mechanical operation of some magnitude. I say that the same amount of fuel can be used, possibly a bit more for the power seekers, but change the way said fuel is put under pressure, and injected.
 
I'm thinking along the lines of a vapor/air removal system. "like the air dog, but for the pump" air is very bad for fuel pressure, as well as temp, I have some ideas for this, but without a better look and understanding of how the pump operates I can't know just yet
 
cp3 uses electronically actuated injectors.
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That's what it was that Tim told me...I was looking at that video and saw the two pumps on that tractor driven by a belt and that got me wondering again...so... Could the cp3 pump through a shell of a larger style stanadyne to time the injection events and let the cp3 supply all the necessary fuel and pressure?
 
I know this is an older thread but I was looking at the twin DB pumps in that video clip, it looks like they just pump into a long vertical T block. Is that doubling the pressure or the volume or both? It looks pretty neat I'm just trying to wrap my head around its function and practicality.
 
The injection lines are T'd or run in parallel which doubles the volume, pressure remains the same.
 
I believe Heath ran an inline pump on his drag truck . Believe it was from a 9.0 IH .
 
The DB2 pump is not a good pump for all out fuel, it just doesnt have the plunger volume to supply the fuel reliably in the amount of time given during the injection cycle...

The DB4 is the only pump worth considering if you want real fuel reliably... I started with a DB2, but for the cost it takes to have the work done, its more sensable to order a DB4 rotor.

Right now, the peak fueling we have with a DB4 is just about 185cc's, with NMB2's pump being a little generous at 205cc's (Albeit low, tapering off at the upper end)...

The DB pumps by design cant have the restrictive parts opened without fouling up the whole works... Any work to overcome the former results in to much cost in R&D and fab... its just not worth it... Until somebody comes out with a bolt on replacement for the DB pump, we are stuck at about 180cc's... That being said... 180cc's is enough IMHO...
 
Paveltolz said:
Apples to Oranges. Drag truck was a gasser. It's getting the old LSR motor though as he is preplacing it with the P-400.
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Paul
There was a 6.2. Diesel drag racerback in the day had a highly modified mech Ip on it not a Gm one IIRC from a Navstar Diesel I think. Bill has told me before I just don't remember.

Strictly drag machine 14:1 CR I think said it took forever to warm up enough to make runs 15 minute pre warm ups.
 
Turbine Doc said:
Paul
There was a 6.2. Diesel drag racerback in the day had a highly modified mech Ip on it not a Gm one IIRC from a Navstar Diesel I think. Bill has told me before I just don't remember.

Strictly drag machine 14:1 CR I think said it took forever to warm up enough to make runs 15 minute pre warm ups.
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Yup, 'back in the day' which was a while back before I met him. Last I saw of the truck, it had spark plugs though.
 
RacinNdrummin said:
The DB2 pump is not a good pump for all out fuel, it just doesnt have the plunger volume to supply the fuel reliably in the amount of time given during the injection cycle...

The DB4 is the only pump worth considering if you want real fuel reliably... I started with a DB2, but for the cost it takes to have the work done, its more sensable to order a DB4 rotor.

Right now, the peak fueling we have with a DB4 is just about 185cc's, with NMB2's pump being a little generous at 205cc's (Albeit low, tapering off at the upper end)...

The DB pumps by design cant have the restrictive parts opened without fouling up the whole works... Any work to overcome the former results in to much cost in R&D and fab... its just not worth it... Until somebody comes out with a bolt on replacement for the DB pump, we are stuck at about 180cc's... That being said... 180cc's is enough IMHO...
Click to expand...

You guys did some good work with the DB4's, 180cc's being good for 350rwhp.....no one running a GM has done, nor posted results that impressive as of yet.
Has NMB2 had his truck on the rollers again with the new calibration of the pump? The information posted with the pin mod and the fill/spill port enlargement would be good in this thread......good to see you posting here again....J&J.
 
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