Originally Posted by Army

I see that this thread has been edited by the moderators.

I understand that this is because someone who has been banned from the forum posted information under a new user name.

At present I do not know enough information about injector pumps to comment about what was written - and I have a feeling that perhaps more was written whilst I was asleep so I've missed it!

However, I think that the two links that were given in a post that I saw yesterday do contain information that can help others like myself who are still trying to learn about the subject. So here they are:-


Please note - I am not taking sides.

If anything this is a freedom of the press thing!

I encourage all who wish to learn about a subject to consider differing points of view. Look at what is being said rather than how it is being said.

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Originally Posted by Army

That's great - thanks.

Here's a different twist on a similar subject - I'm still trying to get my head around this =>


Assuming the stiffness of the spring stays constant and that it does not weaken over time (I don't know how accurate that assumption is) do you think that a worn engine would have an effect on idle - or would you consider the effects of a worn engine (low compression - due to what ever) to be more pronounced in the higher rev range? Essentially - how dependant are the fine tuning of IP settings on engine condition?

Originally Posted by whunter

Please do not inject yourself into the problem.

Lance = Forcedinduction is banned forever.

Reasons:
# Attacking webmaster.
# Attacking website.
# Attacking moderators.
# Attacking members.


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Originally Posted by OM616

Everything relates to the engine condition, that includes Idle, timing, and how much fuel it can tolerate.

It is not reasonable to expect the settings for a new engine to be correct for one with 200K on it.

Originally Posted by Army

I think so too. Well it seems reasonable to me.

I guess that with these mechanical IPs there is always going to be a compromise between the IP settings and engine capability if they can not be adjusted on the fly.

Has anyone ever thought of using more modern IPs with electronics / electrical systems that allow remote adjustment?

I've often wondered if it is possible to improve fuel economy / performance of an old engine design by the use of modern day electronic systems.

Originally Posted by 47dodge

oh I turned some screws and it still ran.....

It turned out nice, gave him one turn on torque control, a little on rack limiter, maxed out full speed, and the inside idle was stuck. So had to remove the screw with stuck nut on it, repaired and put back in, so no idea were it was so started it holding the throttle by hand and turned idle in until I had a nice idle. then of reset the outer idle. His is manual so set it for good shifting. Boost is maxing at 10 psi now, waste gate was holding it back at 9 psi, readjusted now. egt's get to 1250 in a 0-70 mph run. So really did not want to push any higher. He is a bit of a full throttle driver, does drive well though. Did also ream pc's out .010, and he had some rebuilt injectors we put in. Did repair the air cleaner mount (missing tab on intake manifold, as well as crack metal frame for eht ebase of the air cleaner) and put a proper one back on instead of the sewer pipe filter, so fresh air from outside now.