DB2 injection pump fuel increase article

[dieselhumvee]

My first shot at publishing an article on the web, this topic comes up at least once a month over on the Hummer mailing list (www.humvee.net) and I get tired of explaining it every time. After digging around the internet, I realized that this procedure, so familiar to everyone here, is virtually unknown outside this forum. Icould not find one article online to point people to, so I made up one on my hometown AOL page. http://hometown.aol.com/achrismas/myhomepage/index.html

Let me know what you think. and just for kicks here is my Hummer page with some pics of the beast in action.

http://www.cardomain.com/memberpage/489439

Enjoy!!!

[Peter J. Bierman]

I like it!
This looks like a better way to do the adjustments.
This is less tricky and hardly can't go wrong.
Through the top there is always the risk of error with the stop solenoid engagement and not getting the engine to stop.

Good work.

And BTW, nice truck :cool:

Peter

[Ratau]

How critical is the advance on the IP, how do I know it is working and what is the grade off difficulty to adjust it?

Danie

[Peter J. Bierman]

Depending on what advance you reffering to.
The light load advance is the lever on the passenger side off the pump, moved by the trottle linkage, if it moves and push the pin on the bottom end side, you can considder it working.
One way off testing is to push it when engine is idling, you should hear a differance in sound like more "rattle".
The static/ dynamic pump timing need some equipment to check.

Peter

[britannic]

The light load advance timing is adjustable, but will require a degreed protractor to set up to the Stanadyne specifications. The servo advance is set using calibrated pressures, flows etc. Both types of advance are probably best left to a professional with a flow/test bench.

Advance is necessary, so that as the engine speeds up, the injection point keeps pace with piston position. If this didn't happen, timing that was set at 2* BTDC @ 1300rpm would end up being very retarded at 3000rpm and thus power would drop off.

Even the legendary highflow Bosch P7100 IP used on a variety of DI diesels, has a crude advance mechanism built in to the rack to compensate, although it doesn't have a light load or servo advance system.

The sophistication of the DB2's advance system is just one of the reasons it was able to meet emissions regs and still provide good power for a high revving diesel.

[Ratau]

Peter and Britannic
The light load advance is the one I am talking about. There is a bit off play before the lever push the pin, could that contribute to lack off power above 2000 rpm?

What type and make off timing light will be a good choice? I will check what I can find in the local shops otherwise I will look at importing one.

I just fitted the timing gears from DSG started the engine but I did not had a chance to go on the road yet, hope the torque shifts up to 2000 rpm.

Thanks for your help

Danie

[Peter J. Bierman]

A snap on MT 480 is one possibility, they are on Ebay all the time.
I think Britannic has one on sale, so ask him.

Peter