When I did my 3200 - just for fun I advanced the index +1 notch and started the truck. Ran terrible.
The. I retarded the indexing -1 notch and started it. Ran terrible.
I have my fuel screw in as far as it will go.
So I set it to stock indexing.
BC- are you suggesting that by going +/- one index mark I could get my pump set up so that I could actually find runwway? ( then back it off )

I even tig'd the fuel screw longer

 

There's some confusion with regard to governor spring length, since apparently the Intercooled and Non-Intercooled pumps used different length springs from the factory.


As I understand it, this is how the governor springs break down:


The stock Intercooled spring is a #386, and rated at 2600 RPM.

The stock Non-Intercooled spring is a#388, which is about 1/8" shorter than the stock intercooled spring, and rated at 2800 RPM.

The 3200 RPM spring (#366) Is the same length as the stock Intercooled spring, which makes it about 1/8" longer than the stock Non-Intercooled spring.

The 3800 RPM spring (#374) and 4200 RPM spring(#354) are both about 1/8" longer than the stock Intercooled spring... which makes them about 1/4" longer than the stock Non-Intercooled spring.


Someone please correct me if I'm wrong on any of this (which I may be).


-Hans

 

Yes.

 

Yes, you should be able to. I'd back the fuel-screw out a little, after each index change so as to ensure it doesn't go full-throttle, and you're not prepared.

 

There's another issue that will present with the same symptoms . . . . and I forgot to mention it.

- Our dynamic injection event timing device is powered by case-pressure. In a nutshell, as engine speed increase, our injection event timing is advanced.

With larger injectors, there comes a point where they're large enough that they can effectively flow more than the vane-pump can move (WOT, high engine rpm, etc), and with that, the injection event -retards some as the case-pressure droops . . . . . till you let off the throttle some.

Sorry about that.

 

Will it retard timing below the static timing spot or just make you lose all dynamic advance?

I'm really searching for an answer on the case pressure issue, and it seems there is a partial remedy but all the folks who have the answer won't share it openly on the forum. It's quite sad really.

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I agree. It seems like there a line with the VE that crosses Into black magic.

Thanks David for sharing!

 

I'm wondering if they run a boost actuated valve that shuts the fuel return down at high throttle so all the fuel going to the ip stays in the ip, maybe keeping case pressure up a bit. I don't wanna pooch a pump if I'm wrong though. I have 2 but that's besides the point.

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I've been toying with stuff along those lines lately . . . .

 

Very interesting...

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Thought. If the return does so little is it really necessary to even have a return on the ip? Basically. Could it be blocked permanently or could that cause issues over the long term.

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The restricted overflow thingy provides a minimum volume of fuel flow through the IP case, for the purpose of cooling. Further, it works in conjunction with the IP case pressure relief valve (I've been guilty of incorrectly calling it a case pressure regulator) to maintain a given case pressure, at a given IP input-shaft speed . . . . . in order to provide a variable pressure source to drive the dynamic timing advance device.

Clear as mud.

 

I would think that would cause the pump to get hot. I am pretty sure that the ve is cooled some what by fuel. If the fuel dead ends at the ve then there is no circulation to cool it. But it might be ok in a short burst.

 

The cooling makes sense.

Where exactly is the relief valve located?

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That shown here does not have the typical KSB plumbing we normally see, but the location's the same.