(04-26-2011, 02:51 PM)Alastair E

(04-26-2011, 10:04 AM)winmutt Rain on my parade why dont you . I have found 4200 rpm governor springs for the VE pump, this would allow me to get close to PE pump rpms.

Hmm--

Well, I DID try and tell you of the timing issue.

I however, wouldnt worry in the slightest about it. Here's the way I would do it....

Remove your existing chain-driven timing-device, check its all perfect, maybe grind down the stops to increase the Maximum timing-advance that it will provide, research suggests about an additional 5 degrees, at maximum engine speed...

Re-fit it and turn attention to pump.

You'll have to make up a Mongrel pump of your own to suit the engine....

You'll need that bearing carrier/int shaft adaptor from the Sprinter VP Pump (Everywhere here in UK as well as BOSCH, That Fully Electronic Pump from Sprinter is called, VP37!)

--Anyway. The Next Problem is finding a Mechanical VE Body that FITS the Sprinter 'Adaptor'!
--The flange sizes of VE/VP series always tends to be different between Car/Engine-makers--Ask me just HOW I know!!

When you got one that fits or modded one/ground/made adaptor ring etc to fit Sprinter adaptor, you'll need to build up the pump....

I suggest a Governor plate assembly and caged-springs from an early non-elect. Indirect injected VW 'Golf 1600' (Rabbit to you I believe)--At least this will give somewhere near the revs range you'll need....

Then the Hydraulic Head/cam-plate from the Sprinter to start with, and set the 'X' adjustment as required by changing the centre shim on the plunger.

Going with a Cummins head could give issues--Is it a Pre-Stroker type plunger in them,--I have no idea--A previous poster suggests its a low-output at high revs type....

As to Timing--Thats reasonably easy. Dis-Able the timing-device in your Mongrel-Pump, so you'll be using the existing M.B. Timing-device so thats one Less thing thats gonna give you issues....
--The pump then, just Pumps--like the old Inline and timing's done by the 'engine' timing device....

On your search for a suitable Larger than sprinter Hydraulic Head, the size is quoted in part-number like

VE.10F.xx.xxx

Where 10 is the plunger-diameter....

--And the best of luck! This is NOT going to be an easy job to achieve without a Proper Pump Test-Bench, and the various Test-Plans for the various pumps/engines that you've sourced the parts for the Mongrel....

(04-27-2011, 05:11 AM)Alastair E Winmutt-

I Have NO idea why MB are referring to the Sprinter pump as a VE...

Quote:--Fact is, that Sprinter pump is not a mechanical pump and the only common parts to VE is the Transfer-Pump and the Hydraulic Head--There is no facility inside the sprinter pump case to put a Mechanical governor--Its completely different pump that just happens to share some components--Even the Timing-Device in that pump is different to VE as its all electronically controlled by 'chatter-valve'....

(04-27-2011, 07:46 AM)winmutt Ultimately I feel that the RPM limit is what makes this a nogo. 4200 max before fuel cutoff starts is just not up to par with the PE pumps. If anyone with access to the parts and wants a cummins pump, I will be happy to arrange it. They run about $300 used.

(05-03-2011, 07:56 AM)winmutt I can't find anyone willing to sell me the parts I need without the whole pump and often the pump doesnt include all the parts. If anyone else is interested in this project I would be more than happy to arrange purchase/shipping for the cummins pump.

(05-04-2011, 08:25 AM)Alastair E I may be able to source that 'adaptor' section between pump and block--A friend has garage specialising in M.B light Commercial vehicles--Loads of Sprinters always there....

(01-04-2015, 11:07 AM)Petar Because VE pumps can deliver quite a bit more than our M pumps with 5.5mm elements. Also easier to adjust. Easy to build yourself, requires no calibration. Also significantly cheaper.

(01-04-2015, 11:07 AM)Petar Because VE pumps can deliver quite a bit more than our M pumps with 5.5mm elements. Also easier to adjust. Easy to build yourself, requires no calibration. Also significantly cheaper.

(01-05-2015, 04:13 PM)starynovy I dont see a way trough here.. When you max out 11mm plunger you are done for, and that comes pretty soon. 10mm stock pulled out barely 220HP with hot EGTs on BMW M51 which is really close to OM603. Not gonna make much more difference on OM606.. Maybe 270-300HP with some smoke from prolonged injection duration with 11mm head.......

(01-05-2015, 04:13 PM)starynovy I dont see a way trough here.. When you max out 11mm plunger you are done for, and that comes pretty soon. 10mm stock pulled out barely 220HP with hot EGTs on BMW M51 which is really close to OM603. Not gonna make much more difference on OM606.. Maybe 270-300HP with some smoke from prolonged injection duration with 11mm head. As Dieselmeken said, 12+mm head is no good, even if you would use that fuel from down low with VNT turbo OM606 wont take that torque and throws rod.

(01-19-2015, 04:19 PM)Edian727 ...
I'm not discouraging you hear just pointing out the reasons why there's a discussion about the VE pump. I would love to see what a p-pumped 606 can do and by all means do it. but if the big tuners are worried about the VE making to much torque for the factory bottom end I would think the p-pump will too.

(04-26-2011, 09:59 AM)dieselmeken

(04-22-2011, 10:14 AM)tomnik 0 460 415 992
max. 73 ccm
5 cyl. electronic

0 460 406 018 volvo: at 0.75 bar boost: max. 45 ccm
6 cyl.

Tom

Here is some "knowhow" from the dieseltech!

This is NOT comparable figures, the amount of fuel that is in the testsheet is depending of the testinjectors & pipes in the bench. For example the 992 pump is to be run against 116 injectors and 1,8 x350 pipes, 018 pump is to be run against 000 injector and 2x840 pipes.

Difference in amount of fuel is so high and not comparable.
For example, the 116 testinjector has 0,6mm orifice plate and 210 bar opening pressure, 000 injector has 150 bar opening pressure, no orifice plate.
If you calibrate a 992 after the testsheet with 000 ( wrong injectors)or even only wrong pipes, the engine goes bananas.
So just compare fuelamount is not the way to go.
IF you are going to put in a VE pump on a OM 603 for example, the pump must bee adjusted according to the testsheet for this engine. The things you can use in a sprinterpump is the distributor head & camplate that is a match. Put it in a mechanical housing and work with it in the testbench until it works OK.
Advanace piston in the VE pump is to be used, but you can not use the gear with advance that is when you have inlinepump, you need the sprocket from the sprinter, otherwise there can be a conflict with the advance.

If you are intend to go over 3500 rpm, the 12 & 14 mm rotorhead is no good, they do overfuel at low rpm and gives less fuel over 3500 rpm. 11 mm is the ideal size, nice curve on fuel up to over 5000 rpm.
12 mm is for agriculture pumps, high tourqe at low rpm.

(01-05-2015, 05:49 PM)raidaru

(01-05-2015, 04:13 PM)starynovy I dont see a way trough here.. When you max out 11mm plunger you are done for, and that comes pretty soon. 10mm stock pulled out barely 220HP with hot EGTs on BMW M51 which is really close to OM603. Not gonna make much more difference on OM606.. Maybe 270-300HP with some smoke from prolonged injection duration with 11mm head. As Dieselmeken said, 12+mm head is no good, even if you would use that fuel from down low with VNT turbo OM606 wont take that torque and throws rod.

There's a guy with a G-wagen @here , compound turbo om606, he dynoed 1028nm@2800 rpm, and rods were still in their place. The tdi guys, throw some nozzles,turbo and software and they have 280hp and 600 nm on their 2.5 R5 tdi's.......... I believe 290TD om602 have some potential too, it's just that is way easier to build sth like everybody else than to try sth new, and risk to break it as u don't know it's limits, but it would be fun!!!

(01-20-2015, 12:59 PM)erling66 I just installed a Bosch VE pump into a OM604. seams like it works fine and can give a lot of fuel(at least a lot more than any stock M pump)
https://www.youtube.com/watch?v=JFX4tcujVqA&feature=youtu.be

(01-22-2015, 10:12 AM)starynovy Try oficial timing method for those pumps. Rotate engine to TDC and measure plunger lift. Something around 1mm should be a good start.