Adjust down a DB2831-5722?

[thomas.bill]

Hi
I have a "nice" problem. I bought a marine pump with injectors here in Sweden to my little Winnebago Cheiftain 33' with a 6.2 engine (non turbo so far...).
At a clooser look it seems to be a 310 hp DB2831-5722 pump!
My enginge is not prepard for so high output.

My question: Can I instead of get higher preassure get lower pressuare and if I can, how much hp down at for example 1/4 rotate back?

It would be a shaim to not use "that pump". :rolleyes:

Ps. Please, if my spelling is totally wrong = give me a notice. Ds.

[john8662]

That pump is not a DB2, it's actually a DB4 pump. Adjusting the fuel rate by hand is strongly not-recommended as they have to be balanced, two adjustment screws instead of one.

You've got the wrong pump for your engine, in a big way.

Now, with that said, you could most likely sell that pump and have money left over after buying what you need.

I'd be interested in it for sure.

J

[thomas.bill]

That pump is not a DB2, it's actually a DB4 pump. Adjusting the fuel rate by hand is strongly not-recommended as they have to be balanced, two adjustment screws instead of one.

You've got the wrong pump for your engine, in a big way.

Now, with that said, you could most likely sell that pump and have money left over after buying what you need.

I'd be interested in it for sure.

J

Are we talking about the same way to "adjust down"?
What I understand there are two places to adjust an IP, at the left side and from the top.
If I go the "top way" lift of the governor and adjust 180' backwards with an allen tool, is that a possible way?

TB

[DmaxMaverick]

As John said, the DB4 pump is unique (and a jewel). A Stanadyne calibration bench is required for fuel volume and rotor balance calibration. They also had greater issues with lighter fuels, such as D#1 and kerosene, so modern low-sulphur fuels may also increase premature wear. I recommend diligent use of a good fuel lubricant, such as 2-cycle oil or an additive that includes lubricant.

Also consider, pumps may have a maximum rating, but may not actually be calibrated for that level of fuel delivery. If you insist on using that pump, install it first and run it. It may not be calibrated at a high rate, at all.

Rather than risk unbalancing the pump, install a throttle-stop mechanism, like the idle screw, only at the other end of travel. The top end of fuel volume is what you are limiting, and the end result will be essentially the same as a volume calibration.

[thomas.bill]

I realise that IP is special, maybe to good to use in my RV (just now :))
Does anyone has a tip about another "common" mecanic IP to use on a 6.2 with a standard Banks Turbo with an intercooler who can give me around 210-260 HP ?

TB

[DmaxMaverick]

That pump should compliment your turbo and I/C setup well. Just be careful with overfueling. Monitor boost, EGT and intake temp (at the plenum), and it'll work fine. I wouldn't hesitate to do it.

[thomas.bill]

That pump should compliment your turbo and I/C setup well. Just be careful with overfueling. Monitor boost, EGT and intake temp (at the plenum), and it'll work fine. I wouldn't hesitate to do it.

- Do you still recomend me to add 2-stroke oil in the fuel (with a turbo)?
- Do you mean air temp at the plenum and if so how high/low?

EGT, water turbopreassure,and oiltemp monitors are alredy planned and I forget to wrote I install a new radiator and mount two extra electric fans on it who starts around 95 celsius.

TB

[DmaxMaverick]

Yes, use 2-stroke oil in the fuel, with the turbo. Water-cooled outboard 2-stroke oil is designed to burn in the combustion chamber, at the combustion temp range of the Diesel engine.

Yes, air temp at the intake manifold/plenum, after the compressor and intercooler. This is important to monitor compressor and I/C efficiency. It is more important to monitor the temperature trends, rather than the actual temp range. This will allow you to establish optimal limits for each, as well as predictable affects at various loads and conditions.