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Injection pump pulley removal

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Yd25power

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Discussion starter · #1 ·
I am looking for a method for the proper way to remove the pulley off of the injection pump. After removing the pump, I removed the T60 hexalobular (torx) nut, but I am at a loss as how to proceed further.

Is there a Woodruff key with a tapered shaft on the drive of the pump or some other variation? A threaded drive, perhaps?

Does anyone know the procedure, or tried to remove the pulley from the vp44 pump?

Cheers!
 
#2 ·
Sorry I cannot answer your question but my comments may be relevant.

You commented earlier on a D40 thread re the timing chain. Although the D22 and D40 both share the same YD25 engine, they are different in a few crucial areas. To ensure you get the 'right' answer we need to know where your engine came from and it's age.

The VP44 pump is fitted to the D22 engine, by pulley, do you mean the chain driven spocket?
 
Discussion starter · #3 ·
Discussion starter · #5 ·
Most welcome! Ok, that's good to be aware regarding the link, since I am new to the forum.

Right, onto the boss removal. In lieu of making another one, I would like to use the boss to fit a different type of injection pump . This would be to suit a mechanical pump, a vp37 type pump, or inline type pump to the engine.

I have a suitable high ccm output VE mechanical pump ready to use, but I need to pop off that boss first.
 
Discussion starter · #7 ·
Ok, that is a somewhere I will further my inquiry.

I wonder if anyone has access to the workshop manual, showing the detailed process of the boss removal?

I am not necessarily averse to using the vp44, providing I can fit all the electrics to suit. However, using a mechanical VE pump will be likely far easier, and provide loads of fuel, with reasonably high rpm capability. 6k rpms should be possible, if the valve crash speed of the engine is above this value, etc.
 
Discussion starter · #9 ·
Thanks, I will be more than happy to simply run the engine at tickover to start with.

I'm not necessarily looking for the engine to achieve that rpm, but the injection pump can turn those rpms (3k+), whilst delivering full rated fuel output.

What is the known rpm limit for these engines? How about a safe upper rpm range?

Are there other limits I should be aware of, or hurdles to high rpms or power output, save for lack of fuel ccm delivery?

Of course, an actual valve crash speed value would be quite interesting to know as well.
 
#10 ·
Don't worry about valve bounce, the con rods will snap well before the valves rattle about!
These are very fragile engines at best.
 
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#12 ·
would be better getting hold of a td42 engine if you have those in the states and turboing it very simple to do the Aussies do it all the time 200+bhp is easy and rock solid one of the finest engines ever made by anyone, or if you want to be really daft a bmw 3.0 td engine i would think a straight six will fit
 
Discussion starter · #13 ·
Good call on the td42, unfortunately we did not get those in the states (like most good or interesting engines).

Which bmw 3L six engine do you write of?

I'm not ready to give up on the YD25DDTi quite yet. The compact dimensions, and low weight for the swept capacity, are both huge positives.

Is the YD series really a lump to avoid?
 
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Yd25power
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