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In 1977, nobody in the industry had ever attempted to give extra fuel to a diesel engine, so I did. In those days, a Small Cam NTC 350 was considered a “big hammer” and the Big Cam NTC Cummins was just coming out. I have always loved working with my hands, so I was able to thrive in this business.īack in 1977, diesel engines were dirty, noisy and slow. Chuck Passmore wanted to move to Florida and start a new diesel shop, so I took over his small fuel injection shop in Pennsylvania and started working on diesel engines. Years later, the opportunity came along to get into the diesel engine side of the trucking industry and I was ready. I also did some dispatching in those early days, and in the evenings I had a race car shop called Mallinson Performance (I built and raced Corvettes). I got involved with the traffic management side of trucking when I was 19 years old. But it wasn’t always easy – especially in those early days. Today, my company (Pittsburgh Power Inc.) is a well-respected business and I am very proud of that fact. Eventually, the industry caught up with me and began to embrace my ideas about fuel efficiency and performance in diesel engines. Your better off finding old pumps to steal them out of.For many years, in the early part of my career, I was labeled as a “black sheep” in the trucking industry because many of my ideas were a bit ahead of their time. Worked good with Pulse manifold and Holset Dual entry turbo. I used to run a 25 button with a yellow and white spring, open throttle shaft 2 turns. I now know it's no big deal to change them so I'm not scared anymore :D I'll just get a few different buttons and go from there. Thanks again, I figured that the same button in two different pumps wouldn't make the same pressure, I just didn't know if there was a way to calculate change of fuel pressure. start with a 37 or 32 and that size will not be same pressure in another pump so no way or telling because of wear on governor plunger and size of gear pump and wear on throdle shaft and leakage on the injector o/ring from inlet to outlet side and only way is to use a snap gage or pressure gage and run don road with a load condition and see what it has for pressure at governor cut off which is when the pressure starts back down after topping out on its way to top rpm. Also, is there a way to know how much fuel pressure will be gaines by going to a certain size button. I can just buy an assortment of buttons but I figured it would be easier if I knew what I already have in there.
#Cummins big cam 350 pump turn up serial
My engine serial # is 10458891 CPL 160 Fuel pump calibration# 2921 NTC-350 small cam. Thanks Glenn, going by the sizes you gave, mine is not a #50. I did not find the chart i was looking for but give me your engine serial # and i will look some more but i found a 42 and it is. I went to a #25 which was way too much fuel. I got the truck running down the road and have room to bump the fuel up on it, and I want to but would like to know what I have in there now so I know where to go for button size. 260" I was wondering if anyone know's the size to number and would be able to tell me if I do have a #50 or not. I did measure the relief in the button and came out with a diameter of.
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Well, I couldn't make out a good number but I think I saw a #50 (seems too high to me but I'm new to taking old cummins pumps apart). When I had the high speed spring out of my dad's small cam 350 a couple weeks ago, I too the button out to look at it and hopefully get a number off from it so I had a baseline of where to go if I want to bring the fuel pressure up on the motor.