Common Rail pump instead of M pump
Common Rail pump instead of M pump
12-09-2010, 12:51 PM
#1
Hello All, as you an idea - install Common Rail pump instead of M Pump, and to use old Common Rail Injector as electrically operated valves for supplying fuel to the injectors. The electronic control unit can be used by Common Rail system, the chip programmed using the online tuner. A mixture information can be obtained from the LM-2 combines an air / fuel ratio meter manufactured by Innovative. I am sorry for bad english.
12-09-2010, 01:41 PM
#3
The hard part is plumbing lines that can take 15,000psi pressure!!!
On the common rail Doges they have a warning label warning about getting hand's cut off with those kind's of pressures
1987 300SDL 6spd manual om606.962 swap project
1985 300td euro 5spd wagon running
willbhere4u
12-09-2010, 01:41 PM #3Well a common rail pump works like a gas fuel pump it only makes pressure just an insane amount like 15,000psi and the injectors do the opening and closing electronically
The hard part is plumbing lines that can take 15,000psi pressure!!!
On the common rail Doges they have a warning label warning about getting hand's cut off with those kind's of pressures
1987 300SDL 6spd manual om606.962 swap project
1985 300td euro 5spd wagon running
12-09-2010, 03:50 PM
#4
(12-09-2010, 01:05 PM)winmutt Thats ok, us English speakers aren't all that great at it either. Do you know of any common 5 cylinder common rail pumps?
Well, CR pumps only have one outlet, so are not 'cylinder number' dependant, only flow/pressure rated...
What worries me about this Daft idea is that the O/P maybe doesn't realise how the CR system and Pre-Injection, (Pilot-Injection) events occur neither does he understand the residual-pressure issue that such a hybrid injector/valve device would have.
I doubt also if the danger of the extreme pressure is realised....
C.R. aint just an elect injector and simple timing!
Such a device the O/P proposes would not operate fast enough to achieve the Pre-Injection event but would Possibly work for main injection event, although I seriously doubt such a hybrid valve/injector could be made to withstand the high CR pressures reliably......
A Proper CR Injector is both Opened and CLOSED by the fuel rail pressure, There is a spring in there too, But That is not the principle method of injector closure....
A C.R. injector cleverly switches pressure from one side of the nozzle needle to the other to achieve opening/closing, and at VERY high speed....
Why not use the Proper CR injector modded to use a Pintle-Nozzle (Prolly have to be custom made nozzle), obtain the accumulator rail, pressure-sensor and pressure regulator off a suitably sized 3L engine and have the pipe-work custom made?
--Be MUCH Safer, and with a possibility of success....
As to ECU--Well, You're are on your own....
But, Realistically for an IDi Mercedes Engine--IS there any point!
![[Image: 300TDnoplate.jpg]](http://i190.photobucket.com/albums/z128/alastairhcii/300TDnoplate.jpg)
Alastair E
12-09-2010, 03:50 PM #4(12-09-2010, 01:05 PM)winmutt Thats ok, us English speakers aren't all that great at it either. Do you know of any common 5 cylinder common rail pumps?
Well, CR pumps only have one outlet, so are not 'cylinder number' dependant, only flow/pressure rated...
What worries me about this Daft idea is that the O/P maybe doesn't realise how the CR system and Pre-Injection, (Pilot-Injection) events occur neither does he understand the residual-pressure issue that such a hybrid injector/valve device would have.
I doubt also if the danger of the extreme pressure is realised....
C.R. aint just an elect injector and simple timing!
Such a device the O/P proposes would not operate fast enough to achieve the Pre-Injection event but would Possibly work for main injection event, although I seriously doubt such a hybrid valve/injector could be made to withstand the high CR pressures reliably......
A Proper CR Injector is both Opened and CLOSED by the fuel rail pressure, There is a spring in there too, But That is not the principle method of injector closure....
A C.R. injector cleverly switches pressure from one side of the nozzle needle to the other to achieve opening/closing, and at VERY high speed....
Why not use the Proper CR injector modded to use a Pintle-Nozzle (Prolly have to be custom made nozzle), obtain the accumulator rail, pressure-sensor and pressure regulator off a suitably sized 3L engine and have the pipe-work custom made?
--Be MUCH Safer, and with a possibility of success....
As to ECU--Well, You're are on your own....
But, Realistically for an IDi Mercedes Engine--IS there any point!
12-09-2010, 06:16 PM
#5
CR works practically the same as Petrol injection and timing is controlled by the ECU which controls the injectors, which are solenoid valves.
I think modern piezo electric injectors can cope with pre-injection, problem is you need to somehow modify the head to fit them. Then the spray pattern most probably is wrong as they're DI injectors and not IDI.
As for the ECU, a stand alone could be used, something like Megasquirt could be used.
1992 Mercedes 190D 2.5 turbo 5sp manual. EGT+boost gauges. Boost controller set to ~14.5 psi. 1 1/4 turns on full load adjustment. LPG injection.
![[Image: 3803751914_8fdca63138_o.jpg]](http://farm4.static.flickr.com/3543/3803751914_8fdca63138_o.jpg)
As previously said, a CR pump is a "simple" pressure pump.
CR works practically the same as Petrol injection and timing is controlled by the ECU which controls the injectors, which are solenoid valves.
I think modern piezo electric injectors can cope with pre-injection, problem is you need to somehow modify the head to fit them. Then the spray pattern most probably is wrong as they're DI injectors and not IDI.
As for the ECU, a stand alone could be used, something like Megasquirt could be used.
1992 Mercedes 190D 2.5 turbo 5sp manual. EGT+boost gauges. Boost controller set to ~14.5 psi. 1 1/4 turns on full load adjustment. LPG injection.
12-09-2010, 07:50 PM
#6
So the big ticket items we'd need are a physical adapter from mech injectors to electric pencils, the proper spray pattern nozzles, and an adapter from the timing chain to the new pump...
Slap on a crank sensor at the pump shaft for timing and rpm detection, a standalone controller for injection events, and it seems like it could work out nicely. The plumbing shouldn't be too hard either, just need to be safety consious.
Oh, and what is the point of doing ANYTHING with these old Benz IDI engines? Why look for any improvements at all? :p
1990 Power Ram 50 V6 SOHC 24V 6g72
I can be wrong, don't take everything I say as verbatim, please fact-check first.
My posts are my personal opinions and thoughts, unless otherwise noted.
Hmmm, I need to chew on this one...
So the big ticket items we'd need are a physical adapter from mech injectors to electric pencils, the proper spray pattern nozzles, and an adapter from the timing chain to the new pump...
Slap on a crank sensor at the pump shaft for timing and rpm detection, a standalone controller for injection events, and it seems like it could work out nicely. The plumbing shouldn't be too hard either, just need to be safety consious.
Oh, and what is the point of doing ANYTHING with these old Benz IDI engines? Why look for any improvements at all? :p
1990 Power Ram 50 V6 SOHC 24V 6g72
I can be wrong, don't take everything I say as verbatim, please fact-check first.
My posts are my personal opinions and thoughts, unless otherwise noted.
12-09-2010, 08:50 PM
#7
1987 300SDL 6spd manual om606.962 swap project
1985 300td euro 5spd wagon running
willbhere4u
12-09-2010, 08:50 PM #7I wonder what the common rail engines use for glow plugs? I know Cummins uses the grid heater!
1987 300SDL 6spd manual om606.962 swap project
1985 300td euro 5spd wagon running
12-10-2010, 07:22 AM
#9
A more exact idea of using the CR pump, manufacture adapter to injection timing devaice, fuel accumulator CR with fuel line, old (second-hand) injectors CR (as electric valves) that through adapter connected to mechanical injection nozzles. The pressure in the accumulator CR can be reduced to 500 bar, as a controller can use the ECU type Megasquirt and outher, still need install crank sensor + inlet camshaft sensor (the sensor phase)
12-10-2010, 01:18 PM
#10
Myna pump
good turbo
good intercooler
With all the C/R fabrication you'll just have "some" more fuel.
1992 Mercedes 190D 2.5 turbo 5sp manual. EGT+boost gauges. Boost controller set to ~14.5 psi. 1 1/4 turns on full load adjustment. LPG injection.
Obviously, with enough money you can do almost anything, but I think for the price of a S/A (like megasquirt) CR injectors, CR pump and all the fabrication, you can get a:
Myna pump
good turbo
good intercooler
With all the C/R fabrication you'll just have "some" more fuel.
1992 Mercedes 190D 2.5 turbo 5sp manual. EGT+boost gauges. Boost controller set to ~14.5 psi. 1 1/4 turns on full load adjustment. LPG injection.
12-10-2010, 03:29 PM
#11
(12-10-2010, 01:18 PM)Deni Obviously, with enough money you can do almost anything, but I think for the price of a S/A (like megasquirt) CR injectors, CR pump and all the fabrication, you can get a:
Myna pump
good turbo
good intercooler
With all the C/R fabrication you'll just have "some" more fuel.
agreed!
1987 300SDL 6spd manual om606.962 swap project
1985 300td euro 5spd wagon running
willbhere4u
12-10-2010, 03:29 PM #11(12-10-2010, 01:18 PM)Deni Obviously, with enough money you can do almost anything, but I think for the price of a S/A (like megasquirt) CR injectors, CR pump and all the fabrication, you can get a:
Myna pump
good turbo
good intercooler
With all the C/R fabrication you'll just have "some" more fuel.
agreed!
1987 300SDL 6spd manual om606.962 swap project
1985 300td euro 5spd wagon running
12-10-2010, 04:47 PM
#12
(12-10-2010, 03:29 PM)willbhere4u(12-10-2010, 01:18 PM)Deni Obviously, with enough money you can do almost anything, but I think for the price of a S/A (like megasquirt) CR injectors, CR pump and all the fabrication, you can get a:
Myna pump
good turbo
good intercooler
With all the C/R fabrication you'll just have "some" more fuel.
agreed!
Seconded!
WHY re-invent the wheel? I can see no advantage....
But LOADS of disadvantages....
Alastair E
12-10-2010, 04:47 PM #12(12-10-2010, 03:29 PM)willbhere4u(12-10-2010, 01:18 PM)Deni Obviously, with enough money you can do almost anything, but I think for the price of a S/A (like megasquirt) CR injectors, CR pump and all the fabrication, you can get a:
Myna pump
good turbo
good intercooler
With all the C/R fabrication you'll just have "some" more fuel.
agreed!
Seconded!
WHY re-invent the wheel? I can see no advantage....
But LOADS of disadvantages....
12-11-2010, 09:04 AM
#13
(12-09-2010, 12:51 PM)Alex RU Hello All, as you an idea - install Common Rail pump instead of M Pump
Its been thought of countless times.
Answer: Nice in theory but completely impractical. The cost of ECU and one-off custom parts (injectors) would end up costing more than an entire stock common-rail engine.
CP3= $1300
Injectors 5x$550
ECU= $8500 for a standalone Bosch ECU
And the injectors would actually cost far more since none exist that would work with an IDI engine. That means extreme precision tooling costs and the cost of multiple sets of injectors if you don't design them right the first time. Megasquirt aint gonna cut it, its meant for g@ssers where injection timing doesn't matter much and it doesn't have the processing power.
For the cost of the pump and injectors alone you could get an entire cummins ISB170.
This post was last modified: 12-11-2010, 09:05 AM by ForcedInduction.
ForcedInduction
12-11-2010, 09:04 AM
#13
(12-09-2010, 12:51 PM)Alex RU Hello All, as you an idea - install Common Rail pump instead of M Pump
Its been thought of countless times.
Answer: Nice in theory but completely impractical. The cost of ECU and one-off custom parts (injectors) would end up costing more than an entire stock common-rail engine.
CP3= $1300
Injectors 5x$550
ECU= $8500 for a standalone Bosch ECU
And the injectors would actually cost far more since none exist that would work with an IDI engine. That means extreme precision tooling costs and the cost of multiple sets of injectors if you don't design them right the first time. Megasquirt aint gonna cut it, its meant for g@ssers where injection timing doesn't matter much and it doesn't have the processing power.
For the cost of the pump and injectors alone you could get an entire cummins ISB170.
12-12-2010, 10:08 AM
#14
You will need a CR-pump, installing this at the current fuel-pump placement, anfd you could mont an cam-sensor at this CR-pump. Then you need a crank sensor.
Fuel rail you may take from a 270 CDI, but everything else has to be custom.
Bosch delivers ECU`s for high performance CR ully programmable I believe
I was thinking about common-railing a 617 a couple a years ago.
You will need a CR-pump, installing this at the current fuel-pump placement, anfd you could mont an cam-sensor at this CR-pump. Then you need a crank sensor.
Fuel rail you may take from a 270 CDI, but everything else has to be custom.
Bosch delivers ECU`s for high performance CR ully programmable I believe
12-15-2010, 02:09 PM
#16
(12-15-2010, 01:13 PM)Alex RU Hello, thank you all for your answers, agree with you on costs, but it can not buy new, there is something to think about.
Probably the costs FI mentioned are very high, being new parts.
How much can you find these parts in Russia?
That is, injectors ~ $100? a piece? , fuel rail ~ $30?, fuel pump ~$300?.
Only these, without the ECU (which will be a real pita) are already over $800 and I was very conservative with the prices.
For that much money, I think you can order 7.5 mm injectors and have them swapped in Russia, which might turn out cheaper than Myna.
Maybe, a pump from a VW V5 TDI could work better than common rail route.
Still a lot of money and you'll be done, if ever
, only with the injection parts, on an old Mercedes chassis.As I said, for that sort of money, you could have an M pump with 7.5 injectors ( good for all the fuel in the world
) as well as install a decent turbo and intercooler.
1992 Mercedes 190D 2.5 turbo 5sp manual. EGT+boost gauges. Boost controller set to ~14.5 psi. 1 1/4 turns on full load adjustment. LPG injection.
(12-15-2010, 01:13 PM)Alex RU Hello, thank you all for your answers, agree with you on costs, but it can not buy new, there is something to think about.
Probably the costs FI mentioned are very high, being new parts.
How much can you find these parts in Russia?
That is, injectors ~ $100? a piece? , fuel rail ~ $30?, fuel pump ~$300?.
Only these, without the ECU (which will be a real pita) are already over $800 and I was very conservative with the prices.
For that much money, I think you can order 7.5 mm injectors and have them swapped in Russia, which might turn out cheaper than Myna.
Maybe, a pump from a VW V5 TDI could work better than common rail route.
Still a lot of money and you'll be done, if ever
, only with the injection parts, on an old Mercedes chassis.As I said, for that sort of money, you could have an M pump with 7.5 injectors ( good for all the fuel in the world
) as well as install a decent turbo and intercooler.
1992 Mercedes 190D 2.5 turbo 5sp manual. EGT+boost gauges. Boost controller set to ~14.5 psi. 1 1/4 turns on full load adjustment. LPG injection.
12-16-2010, 08:33 AM
#17
ForcedInduction
12-16-2010, 08:33 AM
#17
No possible way injectors would only cost $100 even if you owned a machine shop in China. As was said; no common-rail injector exists that would be compatible with an indirect injection engine, from-scratch R&D and prototyping would be required.
12-16-2010, 09:05 AM
#18
We'd need a DI injector with a downward spray pattern instead of an angled spray pattern, the rest is an adapter coller to space it properly and hold it in place. I'm overlooking the shape of the pattern for sure, and that could be the limiting part...
1990 Power Ram 50 V6 SOHC 24V 6g72
I can be wrong, don't take everything I say as verbatim, please fact-check first.
My posts are my personal opinions and thoughts, unless otherwise noted.
I'd be game to do the injector adaptation work if there was enough interest, just too say I did it.
We'd need a DI injector with a downward spray pattern instead of an angled spray pattern, the rest is an adapter coller to space it properly and hold it in place. I'm overlooking the shape of the pattern for sure, and that could be the limiting part...
1990 Power Ram 50 V6 SOHC 24V 6g72
I can be wrong, don't take everything I say as verbatim, please fact-check first.
My posts are my personal opinions and thoughts, unless otherwise noted.
12-16-2010, 11:24 AM
#19
1987 300SDL 6spd manual om606.962 swap project
1985 300td euro 5spd wagon running
willbhere4u
12-16-2010, 11:24 AM #19you would have to get rid of the prechamber and probably use a different piston as well!
1987 300SDL 6spd manual om606.962 swap project
1985 300td euro 5spd wagon running
12-16-2010, 11:30 AM
#20
1990 Power Ram 50 V6 SOHC 24V 6g72
I can be wrong, don't take everything I say as verbatim, please fact-check first.
My posts are my personal opinions and thoughts, unless otherwise noted.
Er, why? Isn't the pre-chamber a required part to maintain not only the compression ratio, but proper flame-front propagation?
1990 Power Ram 50 V6 SOHC 24V 6g72
I can be wrong, don't take everything I say as verbatim, please fact-check first.
My posts are my personal opinions and thoughts, unless otherwise noted.
12-16-2010, 12:40 PM
#21
only indirect injection engines have prechamber's
How ever the prechamber bolts in to the head! So all you need is an adapter the fits in place of it and an injector that bolts the the prechamber's replacement adapter!
And the piston has a notch/dip in it for the prechamber that could bee filled and machined
This post was last modified: 12-16-2010, 12:49 PM by willbhere4u.
Attached Files
Image(s)1987 300SDL 6spd manual om606.962 swap project
1985 300td euro 5spd wagon running
willbhere4u
12-16-2010, 12:40 PM #21Not on a common rail it's directly injected
only indirect injection engines have prechamber's
How ever the prechamber bolts in to the head! So all you need is an adapter the fits in place of it and an injector that bolts the the prechamber's replacement adapter!
And the piston has a notch/dip in it for the prechamber that could bee filled and machined
Attached Files
Image(s)1987 300SDL 6spd manual om606.962 swap project
1985 300td euro 5spd wagon running
12-16-2010, 12:52 PM
#22
(12-16-2010, 12:40 PM)willbhere4u you would have to get rid of the prechamber
Why on Earth would anyone try to convert 617 to direct injection (the alternate being 270cdi engine)? It would be very expensive and still be heavy as hell, have a poor efficiency and poor power. Most likely also not very reliable. No pros, only cons!
For me, the best part of prechamber engines is the power at high revs. Other than that, I'd take a DI engine. Why give away the only advantage compared to modern engines if you could alternatively swap to such engine and tune it if you like.
This post was last modified: 12-16-2010, 12:54 PM by muuris.
(12-16-2010, 12:40 PM)willbhere4u you would have to get rid of the prechamber
Why on Earth would anyone try to convert 617 to direct injection (the alternate being 270cdi engine)? It would be very expensive and still be heavy as hell, have a poor efficiency and poor power. Most likely also not very reliable. No pros, only cons!
For me, the best part of prechamber engines is the power at high revs. Other than that, I'd take a DI engine. Why give away the only advantage compared to modern engines if you could alternatively swap to such engine and tune it if you like.
12-16-2010, 01:00 PM
#23
1990 Power Ram 50 V6 SOHC 24V 6g72
I can be wrong, don't take everything I say as verbatim, please fact-check first.
My posts are my personal opinions and thoughts, unless otherwise noted.
The idea was to use a CR fuel system with the IDI parts, to get fueling characteristics that a mech pump can't duplicate easily.
1990 Power Ram 50 V6 SOHC 24V 6g72
I can be wrong, don't take everything I say as verbatim, please fact-check first.
My posts are my personal opinions and thoughts, unless otherwise noted.
12-16-2010, 01:17 PM
#24
(12-16-2010, 12:52 PM)muuris(12-16-2010, 12:40 PM)willbhere4u you would have to get rid of the prechamber
Why on Earth would anyone try to convert 617 to direct injection (the alternate being 270cdi engine)? It would be very expensive and still be heavy as hell, have a poor efficiency and poor power. Most likely also not very reliable. No pros, only cons!
For me, the best part of prechamber engines is the power at high revs. Other than that, I'd take a DI engine. Why give away the only advantage compared to modern engines if you could alternatively swap to such engine and tune it if you like.
If your going through all this work any ways why not go DI
I don't think the prechambers could with stand the kind of pressure a CR system puts out!
I don't see why it wouldn't still rev with DI! The CDI's still rev up high!
The only tricky parts is the glow plugs!
Every Common Rail system I have seen in production is DI!
This post was last modified: 12-16-2010, 01:23 PM by willbhere4u.
1987 300SDL 6spd manual om606.962 swap project
1985 300td euro 5spd wagon running
willbhere4u
12-16-2010, 01:17 PM #24(12-16-2010, 12:52 PM)muuris(12-16-2010, 12:40 PM)willbhere4u you would have to get rid of the prechamber
Why on Earth would anyone try to convert 617 to direct injection (the alternate being 270cdi engine)? It would be very expensive and still be heavy as hell, have a poor efficiency and poor power. Most likely also not very reliable. No pros, only cons!
For me, the best part of prechamber engines is the power at high revs. Other than that, I'd take a DI engine. Why give away the only advantage compared to modern engines if you could alternatively swap to such engine and tune it if you like.
If your going through all this work any ways why not go DI
I don't think the prechambers could with stand the kind of pressure a CR system puts out!
I don't see why it wouldn't still rev with DI! The CDI's still rev up high!
The only tricky parts is the glow plugs!
Every Common Rail system I have seen in production is DI!
1987 300SDL 6spd manual om606.962 swap project
1985 300td euro 5spd wagon running
12-16-2010, 06:30 PM
#25
(12-16-2010, 12:40 PM)willbhere4u Not on a common rail it's directly injectedActually its required by the fundamental engine design and has nothing to to with fuel injection type.
Quote:If your going through all this work any ways why not go DIThats the entire point I've been making. Swapping a 270CDI or ISB170 makes far more sense than scratch building a CR fuel system.
Quote:I don't think the prechambers could with stand the kind of pressure a CR system puts out!The engine doesn't care about fuel pressure. Fuel pressure only alters atomization ability and the ease of pushing fuel into the compressed air.
Quote:I don't see why it wouldn't still rev with DI!The prechamber preheats the fuel well beyond anything (safely) possible external of the engine which means it is vaporized more completely than a mechanical injector. A DI engine has to wait for the "larger" fuel droplets to vaporize in the heat of combustion before they finish burning.
Converting an IDI engine to DI would be pretty much physically impossible. DI engines have a taller deck height to compensate for the taller piston since it contains the combustion chamber (The same way IDI engines have a thicker cylinder head to contain the prechamber). So you would have to use shorter connecting rods to compensate for the taller piston which means very sharp angles...so they will be very easy to bend....which would mean heavier rods to be strong enough...which would kill its ability to revv...and the angles would produce piss poor torque. In other words, extreme labor and expense, no benefits.
This post was last modified: 12-16-2010, 06:38 PM by ForcedInduction.
ForcedInduction
12-16-2010, 06:30 PM
#25
(12-16-2010, 12:40 PM)willbhere4u Not on a common rail it's directly injectedActually its required by the fundamental engine design and has nothing to to with fuel injection type.
Quote:If your going through all this work any ways why not go DIThats the entire point I've been making. Swapping a 270CDI or ISB170 makes far more sense than scratch building a CR fuel system.
Quote:I don't think the prechambers could with stand the kind of pressure a CR system puts out!The engine doesn't care about fuel pressure. Fuel pressure only alters atomization ability and the ease of pushing fuel into the compressed air.
Quote:I don't see why it wouldn't still rev with DI!The prechamber preheats the fuel well beyond anything (safely) possible external of the engine which means it is vaporized more completely than a mechanical injector. A DI engine has to wait for the "larger" fuel droplets to vaporize in the heat of combustion before they finish burning.
Converting an IDI engine to DI would be pretty much physically impossible. DI engines have a taller deck height to compensate for the taller piston since it contains the combustion chamber (The same way IDI engines have a thicker cylinder head to contain the prechamber). So you would have to use shorter connecting rods to compensate for the taller piston which means very sharp angles...so they will be very easy to bend....which would mean heavier rods to be strong enough...which would kill its ability to revv...and the angles would produce piss poor torque. In other words, extreme labor and expense, no benefits.
12-16-2010, 07:49 PM
#26
1987 300SDL 6spd manual om606.962 swap project
1985 300td euro 5spd wagon running
willbhere4u
12-16-2010, 07:49 PM #26I still think that the pressure will be to harsh on the prechamber it injects around 15,000 psi not 1500 it would annihilate that ball in the prechamber!
1987 300SDL 6spd manual om606.962 swap project
1985 300td euro 5spd wagon running
12-17-2010, 12:40 PM
#27
Wanted again to describe the idea. I am not want to install Common Rail injectors in cylinder head (pre-combustion chamber), I want to use them as an electrically controlled valve to control the nozzles installed at the factory. In this case, there is no need to use complex signal injection and no need of high pressure in the system.
Hello,
Wanted again to describe the idea. I am not want to install Common Rail injectors in cylinder head (pre-combustion chamber), I want to use them as an electrically controlled valve to control the nozzles installed at the factory. In this case, there is no need to use complex signal injection and no need of high pressure in the system.
12-17-2010, 01:17 PM
#28
1987 300SDL 6spd manual om606.962 swap project
1985 300td euro 5spd wagon running
willbhere4u
12-17-2010, 01:17 PM #28whats the point? It would be easier to replace the whole injector! and you still have to replace the pump!
1987 300SDL 6spd manual om606.962 swap project
1985 300td euro 5spd wagon running
12-20-2010, 06:32 AM
#29
yankneck696
12-20-2010, 06:32 AM #29It seems to me that the OP is thinking about the same scheme as EFI with the same pressures that we get now, but just controlling it electronically.
01-30-2011, 06:08 AM
#31
DieselSchlepper
01-30-2011, 06:08 AM #31What most people don't understand is the strength of the Common Rail (CR) is that it's a carefully structured, precise, interactive system, not a conglomeration of parts bolted together. I think it could be boiled down into power components, excluding pollution concerns, but to emulate factory performance or better requires precise technological interaction of various components.
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