Thanks for the insprational sermon, Pastor.

Going back to the 2nd gen piston pump idea: From my research into that, I've found that the problem doesn't seem to be so much with excessive case pressure, the vane pump and overflow valve keep that under control. The problem is that excessive inlet pressure puts thrust load on the vane pump that it was not designed to handle, wearing it out and sending the metal downstream into the rest of the pump.

I think the next time I have the pump top off I will drill and tap it. I'm interested to know what the case pressure is and how load and RPM affect it. A 100 psi electrical oil pressure gauge ought to work well for that...

 

Alright guys nice Thread, It was starting to get boring in here Here is some more to think about.

Use a rising rate fuel pressure regulator and electric pump so that as we get more boost, and that goes along with RPM. We would get the fuel pressure needed to come along with it. That way you can keep up your dynamic timing as well

Thanks
Brenden

 

Did you measure each injectors output over a given number of injection cycles, or a total for each pump? I'm curious if the large variation between pumps is at least consistent among each pumps various injector outputs.

On that last point about actually having to defuel the KTA at a certain range, are you seeing flow rates exceeding a plunger pump's max output?