please read everyone!!!!!! need advice
02-05-2011, 10:43 AM
#31
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Ok everyone i have just called my friend at the shop and he confirmed that i do have a CAV pump. and that i would need to find a bosh VE pump and have someone switch the spring and turn the pump up, with also changing the injector tips, would give me anywhere from 280hp-320hp. now the question is where do i get this Bosh Ve pump how much do they usually cost? also where do i get the spring and how much does they usually cost? any info will help thanks
02-05-2011, 11:00 AM
#33
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If you are going to change the pump over I would go to a p pump. Unless the CAV pump and the ve interchange easily. If you have to go through all the trouble of changing all the injector lines and the timing cover anyway I would go to a p pump.
02-05-2011, 11:04 AM
#34
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I don't think I have to change the timing cover. Or any of the injection lines the man at the cummins place said just find a ve pump change the injectors and ill be good. How much better is the one u are talking about
02-05-2011, 11:11 AM
#36
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The CAV appears to use the same mount as the VE.
For a marine application, I would invest in a fresh pump. If a truck quits, you can walk home. If a boat quits, well....
For a marine application, I would invest in a fresh pump. If a truck quits, you can walk home. If a boat quits, well....
02-05-2011, 11:34 AM
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You may also want to ask yourself: "am I getting propeller slippage?" And is your drive a straight inboard, a v-drive or a sterndrive? Is there a reduction gear in the powertrain and if so, what is the ratio and how does that figure in RPMs at the prop?
There is more to a propeller than just diameter, pitch and number of blades. Do you use a cupped prop(one that has a visible, raised trailing edge)? They say the "rule of thumb" is to replace an uncupped prop with a cupped one you deduct about 2" in pitch. This in effect gives you the same propshaft RPM at a given forward speed of the vessel. Though I have seen 'em cavitate in reverse much above idle.
Was this a repower, after removal of a gas engine? The extra torque of a diesel often benefits a prop with greater disc area. This, if you have never read about it, is the ratio of blade area in relation to a solid disc of the same diameter. Ratios approaching(and occasionally exceeding) 100% are often achieved with five-bladed propellers(and on rare occasions, four-bladed). Some of the technical articles in magazines such as Boating can make for some interesting reading if you have the time!
There is more to a propeller than just diameter, pitch and number of blades. Do you use a cupped prop(one that has a visible, raised trailing edge)? They say the "rule of thumb" is to replace an uncupped prop with a cupped one you deduct about 2" in pitch. This in effect gives you the same propshaft RPM at a given forward speed of the vessel. Though I have seen 'em cavitate in reverse much above idle.
Was this a repower, after removal of a gas engine? The extra torque of a diesel often benefits a prop with greater disc area. This, if you have never read about it, is the ratio of blade area in relation to a solid disc of the same diameter. Ratios approaching(and occasionally exceeding) 100% are often achieved with five-bladed propellers(and on rare occasions, four-bladed). Some of the technical articles in magazines such as Boating can make for some interesting reading if you have the time!
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