Ditto for me with a ’73 Ford industrial tractor. Some bozo had taken the input valve assembly for the transfer pump side, and instead of replacing a simple o-ring, tried to build a seal with silicone… I’ve been cleaning bits of that out of the whole works. Poor thing was being starved for fuel. One cleaning and one o-ring later, it makes fine pressure.

same pump is Used in Peugeot 404 1.9D (Indenor engine)

+dskebo I'm glad I decided to post it then. You're welcome :)

Lolz.......it's a poorly made knock off of a Roosa Master pump!

Oh really.....

I should add that for those interested in the subtleties of the transfer pressure regulating valve (which is not covered in this film and which is complicated by the need to allow the pump to be primed by the lift pump) there is a good diagram and explanation about 2/3 of the way down this web page:- www.tb-training.co.uk/cisys.htm

+André Squinzani You're welcome \o/ :)

+paulmagnnum Thank you :)

Thousands upon thousands of these still installed and in operation all over the world. I had reason to take a 1970’s version apart for service today, and I’ve got a dozen other pieces of equipment that use this design. I suspect this will be pertinent to mechanics and owners for a few more decades to come.

If you pull the injector pump off the engine and manually spin it 600 RPM for so, you can often break them free due to centrifugal force and it'll start pumping again!

@@stanRmeyer thank's, I'll try that on mine, I have the same problem on an old bmc engine that's been stood for year's.

@@edwardkennedy9919 I hope that helps it's a tip that an injection pump specialist once told me when I was troubleshooting with him!

+B815SX By the vehicle model present in the film, is posible the year 1955 60

+B815SX Not sure of the year, sorry.

The line of Commer FC series 1 vans shown at 0:54 suggests it can't be before 1960.

did you get it fixed?

what? im trying to understand

The distributor pump design was licensed from stanadyne. However anyone with more than a passing familiarity would know that a DPA and DB4 are different pumps.

@@tjsbbi db2, not 4, and Roosa had both the mechanical and hydraulic governing covered in his patents. The differences are very minor, the Roosa vane pump uses 4 blades instead of 2, the mechanical linkages in the governor racks are divergent, yet perform almost exactly the same. The db4 has a 4 plunger high pressure pump for greater volume, but the db2 is a dual plunger just like that dpa. Roosa also has pneumatic governing as an option, but it require an intake butterfly valve akin to a throttle body. The difference of the dpa in that film and the Roosa used in Ford light tractors is pretty much the top cover mounting, and plane of the fuel lever rotation. The dpa just uses a simpler main casting, and a "lower inventory count" lever and spring arrangement.

@@ludditeneaderthal my mistake then I was thinking of a DB4. I seem to remember them as having a substantially heavier barrel. The CAV DPA and DPC had a 4 vane transfer pump which may be the same as the DB4.

@@tjsbbi the stanadyne pumps run a gamut of sizes. The db2 on the Ford idi v8s are actually pretty tiny, the gm 6.2 v8 version is also "petite", lol. The 4 cyl White engine military genset model is a bit larger, and some stationary use models get pretty chunky. The Ford 4 cyl small tractor model is about the size of the Perkins CAV. I think that's just indicative of the versatility of the design, it's quite scalable for the job at hand, even if you only use the 2 roller variant. At least as scalable as the typical Bosch style " box, camshaft, and row of pump bodies" pump/governor rigs, and pretty much always lighter and cheaper. That DPA is actually a pretty nice variant, between the simplified castings and the "lean manufacturing" nature of the governing linkages, it seems nicely suited to modular use on a variety of engines and duties.