Which pump is better?

[NH2112]

A DB2829-4267, or a DB2831-4911? TIA!

[Peter J. Bierman]

It is not so much about wich one is better but about the ability to deliver more fuel.
If you are looking for more fuel (power) the 4911 is the one to have.

Peter

[NH2112]

Well, that's pretty much what I meant...I've changed my mind about a project (again) and will be building an approximately 225HP 6.2L for my K10, and putting the Volvo TD60 into a 93 Dodge Ram w/dead Cummins. I have most everything for the 6.2L right now, and just wanted to find out which pump would be better for producing the power.

[Peter J. Bierman]

Volvo TD 60 ?!
That sounds familiar ;) .

If you ever need info on that engine let me know, I have the service manuals at work.

Peter

[NH2112]

I definitely may need info on it. The friend who found it for me has a diesel shop but you don't see a lot of these around any more. Just a few weeks ago he had a loader with one in it, though, and wanted me to hear how it would sound in my truck LOL. According to him it's in the same class as the Cummins 5.9L (175HP/450 lb-ft) but may have a slightly stronger bottom end. Either way it'll be fun to have in a pickup!

My TD60 album (http://www.imagestation.com/album/?id=4287755003&congratulation_page=Y)

[Peter J. Bierman]

What is the condition off this engine?

As far as the basic engine is conserned, I can supply you with all the info might need.
Couse it's a truck engine, I don't know about the hydaulic pump or compressor.
I do beleive that we did run those with watercooled intercoolers, so maybe an option? :D

Good luck on the project and keep me posted.

Peter

[grape]

4974 or the 5722

[Peter J. Bierman]

4974 for sure but was not in the to choose from list :D

other wise look for the three digits after DB2

829 = .29 plunger diameter
831 = .31
833 = .33

The bigger the diameter the more fuel!

4974 is a 833 pump, I've got one :cool:

Peter

[NH2112]

Peter,

I haven't opened the engine up to check inside, but I do know it still ran great when I pulled it out of the truck it was in. Judging from the condition of the valve covers and valvetrain it's in excellent condition - what you see is the way they appeared when I pulled the covers off. I drained & refilled the oil, put a new filter on and teed a gauge into the filter housing, and ran some fuel lines (with filter) into a can of diesel to try and start it. It didn't start but that's most likely because the starter wasn't cranking it fast enough (I did bleed the fuel system first.) The brushes seemed worn upon disassembly, and I'm not going to use that starter anyway. It did build up 20psi oil pressure while cranking, though. As far as an intercooler goes, I'm not sure yet. It'll all depend on what kind of room I'm looking at under the hood. It looks to be about several inches longer than a 5.9L Cummins, and maybe just a tad bit wider too. Having the turbo on the driver side might create a bit of a problem, but it shouldn't be anything insurmountable. I'll make it fit one way or another, even if I have to run an electric water pump because of radiator clearance issues!

As far as the 6.2L injector pump goes, I think I'm just going to have a DB4 built because I'm THOROUGHLY disgusted with the total idiots who bid on eBay (where I've been watching some IPs.) I think I have the link for the guy Britannic got his pump from, and I remember it was a very reasonable price.

[Peter J. Bierman]

You might want to concidder a watercooled intercooler, it's small and works just as well.
You need to do an compression test on this engine to see how it realy is.
These are very reliable engines and will not see much wear on it I think.
Be carefull with an electric waterpump, the belt pump normaly pumps a lot off water around.
Any way, I think you be allright with this engine.

As for the DB2, a DB4 is an awfully big pump for a 6.2 or 6.5! Unless you have a lot off air to go along, it's a waste off money to go that big.

Just an opinion

I go look in the archives for the TD60 manual and give you some data on it.

Peter

[NH2112]

I have an ATS turbo and humvee intake manifold that I bought years ago, they should supply enough air to make use of 4 plungers' worth of fuel. I know a DB2 will do it, however I'm pretty sure I'll get bitten by the power bug (which is why I'm going with stud girdles and low-compression ceramic-coated pistons right from the start) and would rather have the extra capacity of the 4-plunger head.

Right now the plan for the TD60 is to bring a Dodge Cummins bellhousing adapter and the SAE #2 bell from the TD60 to a machine shop, and tell the machinist to "make the bell-to-engine bolt pattern and center opening on the Dodge adapter look like the one on the Volvo adapter." I'll use the Dodge flexplate, torque converter, and starter, and make an adapter to bolt the flexplate to the crank if necessary. Then there's the little stuff like fabricating engine mounts, radiator hoses, intake air ducting, etc. I spent half of Saturday bringing up ideas, throwing out ones that wouldn't work, and sketching out a plan of attack for the whole thing. All that's left is to get the truck and engine in the same place, and start pulling the fenders, hood, and Cummins out.

[Peter J. Bierman]

I don't want to disapoint you but,
I run 19:1 pistons, twin turbo's two intercoolers and a J intake. 15 PSI manifoldpressure and a DB2 300 HP marine pump and have not find a way jet to burn all that fuel.
Working on water injection now. :D

I have late 6.5 heads and humvee intake on the way and see where that gets me smile.gif

But, as I always say; don't let me tell you what to do, figguring stuff out is half the fun. :rolleyes:

Peter

[NH2112]

As I always say, listen to someone who's been there, done that, and got the T-shirt! I'll keep an eye out for a 4911 or have my current one built. smile.gif

[grape]

the 4 plunger pump is also not very friendly to making adjustments without a test stand.......4 rollers means 2 fuel screws and they better be in synch or you'll have 4 cylinders making a different amount of power from the other 4. The 5722 is the 4 roller 310hp marine pump....have your guys look that up in their stanadyne book.

[grape]

Peter, I thought you had the 250 hp 4974. When did you change to the 300 horse pump?

[Peter J. Bierman]

Phil, I got the Diesel page cap aswell to go along with the shirt :D

Grape, I was running the original pump at max output till a couple weeks ago.
Had the 300HP marine pump sitting in its box for a wile till I found the time to put it on.
The 300 was the plan all the way.
This is a G3-DB2 833 4974, Peninsular rates it at 300 HP.
Considering all the hardware I've got and the problems getting the fuel burned, I think it IS 300 horsies. :D

Peter

[NH2112]

Peter,

You lucky devil you! If the cable connection at work hadn't decided to stall on me just when I placed a bid with 1 minute 30 seconds left, I bet I would have won that 6.2L harmonic balancer on eBay tongue.gif

[Peter J. Bierman]

Well, I didn't get it either, missed it by 1 $. :mad:
There will be another one.

Peter

[Peter J. Bierman]

Phil,

I have found a spare workshop manual!

I'll trade you for a case off beer :D

E-mail me at pjbierman@wanadoo.nl if interested.

Peter

[NH2112]

Peter,

You have mail!

[dieselhumvee]

Where do you guys find all of this info on the pumps? I have got a DB2829-4979 on my 93 6.2L hummer. So far I haven't been able to find out anything on the specs of this pump. the valve cover sticker says it puts out 50.5 mm/ stroke @ 3500 RPM. The sticker also shows a horsepower rating of 165, which I have never seen anywhere else for a 6.2L. It is strange because I have looked at several 94 6.5L hummers and the sticker on all of them shows 160. The humvees I believe were rated at 150. The sticker is clear and intact, and I know I definitely see 165.... kind of strange. I have it tweaked 1/6th of a turn with some intake and exhuast mods, so I think I am getting about 180 out of it.

[grape]

Just for comparison my 4974 called for 81.5 mm's per stroke at 2000 engine rpm. Takes lots of air to burn that.

[dieselhumvee]

a quote from TDP article "The Right Stuff" by Dr.
Lee Swanger.

"To get the maximum fuel-rate capability, we selected the 1993 mechanical DB2-4911 Stanadyne pump and Lucas/Delphi 6.5L turbo injectors. The -4911 is the highest development of the mechanical pump used on a GM 6.5L diesel, featuring a fuel injection rate of 68 (+/- 1.5) cubic millimeters at 2000 rpm and 59.5 cubic millimeters at 3200 rpm. The old 1984 model DB2 pump was calibrated to deliver just 49 cubic mm at 1800rpm and 36 cubic mm at 4000 rpm."

And Grape states that his 4974 calls for 81.5 mm @ 2000 RPM.

From what I can see here you have to compare pumps at the same RPM's they seem to put out less fuel as RPM's increase. So my 50.5 MM @ 3500 doesn't seem too bad. I wonder if I could get away with intalling TD injectors with this pump?

Grape, where did you get the specs for your pump?

It seems to me like some TDP members must have some Stanadyne injection pump tech manuals lying around to quote from.

Again I ask everyone, where are you gettig your information on these pumps? I would love to sit down and read this stuff, if I could just find it.

[grape]

I got my spec stuff from the guys that built my pump. As far as part numbers.....got the 4974 number from Peter. Sure enough it shows up in the stanadyne book. They then started crossing some of the part numbers that they didn't recognize like the advance cam which they hadn't seen on a gm truck pump, and it showed that it is used in one other pump, the 5722 which the book says is a 310 hp marine gm 6.5. the book shows a discription for the 4974 as a 250 hp marine 6.5. There is some other info about the 5722 that is very interesting about amount of fuel delivered but i'm not talkin about it on here.

[dieseldummy]

Cat got your tongue Grape????