RacinNdrummin- you are missing the point. 2 posters on here asked what the torque screw was and if removing it would increase power. I answered them. You are throwing in what-if's that that are moot. If you have cranked up your pump you obviously have added a turbo which makes a torque screw unnecessary. If you add a torque screw to a turbo pump then of course you will cut the max fuel back. At what rpm it cuts the fuel back depends on how far you turn the screw in. We seem to be going in circles here not in the real world.ie trying to get 180cc out of a DB2.
No I am not missing the point, The points I am making, and the points you are making are not necessarily incongruous... I am simply saying that your blanket statement about the TS only limiting higher RPM fuel flow is not necessarily correct. It might be the case for a stock fueled pump, but the influence the TS has on fueling increases with how much volume the pumping chamber is set to deliver.
I am not talking about a 180cc DB2, I am talking about my own 180cc DB4 on my truck, and it uses all the DB2 parts for that function of the pump... If I turn my Torque Screw in, at all, it limits the fuel at a far lower RPM than if I was just running a simple stock pump. With the calibration my pump was set at from the shop, with stock metering valve travel, I would clear out all my smoke at 29psi and 2200RPM or so. I tossed a 6.2 spring in it, and I got more RPM, but still would clear out my smoke, which was telling me that my gov wasnt pulling any fuel that early, so it was an issue of the metering valve not open far enough at WOT... Finally, after trying out about 20 different adjustments, I shortened the linkage so I would get full metering valve travel, and it gave me significantly more fuel, I was no longer clearing up all my fuel by 1800-2200 RPM, I actually had a haze... Now, all that says is that the metering valve becomes a restriction somewhere around 150cc's at its stock adjustment...What does that have to do with a guy running a stock pump you say? Nothing, thats not the point I am trying to make... I was actually interested to read the numbers you posted above, because all my experience is with tuning the trucks in real time, and on the dyno. Even though I understand the pumps function I havent had the number directly in front of me on a test stand, just simply based on the results of tuning, which in some cases is a better way of knowing whats going on. I simply have the calibration numbers for my pump that my shop gave me. However, I was simply pointing out, just for informations sake, that the blanket statement that the TS only limits high RPM fuel, isnt correct, because it depends on how much volume the rotor is setup to move, and I was simply using my truck/pump as an example of that. It wasnt saying you were wrong, just making a sweeping generalization, thats all.
For what its worth, even on a Turbo cal pump, I didnt notice any significant difference on the dyno when playing with the Torque screw...