OK, I need an injection pump element 101 lesson...
OK, I need an injection pump element 101 lesson...
04-14-2011, 08:22 PM
#1
Should I:
1. Just swap the elements and leave the cam rollers the same.
Or
2. Swap the elements and choose a selection of cam rollers that is even as possible.
I realize this is just blindly swapping parts but I'm looking for a best course of action to reach a baseline.
Now, my second question:
If the pump has a balanced delivery but the port closure/start of delivery is wrong, will adjusting the port closure/timing effect the volume from that element?
How about the reverse. If the port closure/start of delivery is balanced but the volume is not, will balancing the volume effect the other adjustment?
Thanks!
1998 MB E300 - 194,000 miles. Current/future mods: 7.5mm pump elements, Holset HX40 Turbo feeding Eaton M90 supercharger through custom fabbed intake system. Aeroturbine muffler, scratch-built 4" stainless exhaust. EGR eliminated, ECM recalibrated, modified rack position feedback circuit. Porterfield RS brake pads, Bilstein sport shocks, VDO EGT, oil and boost gauges.
2000 Ford F250 - 150,000 miles. Current/future mods: DP Tuner 3 map chip, scratch-built high flow intake, high output IDM, open circuit fuel system, ball bearing turbo, South Bend full metal clutch, slotted and drilled rotors. Autometer Sport Comp EGT and boost gauges.
So, I'm just going to go wild and swap my pump elements myself. I have a total of 12 cam rollers of various sizes to adjust the port closure/start of delivery.
Should I:
1. Just swap the elements and leave the cam rollers the same.
Or
2. Swap the elements and choose a selection of cam rollers that is even as possible.
I realize this is just blindly swapping parts but I'm looking for a best course of action to reach a baseline.
Now, my second question:
If the pump has a balanced delivery but the port closure/start of delivery is wrong, will adjusting the port closure/timing effect the volume from that element?
How about the reverse. If the port closure/start of delivery is balanced but the volume is not, will balancing the volume effect the other adjustment?
Thanks!
1998 MB E300 - 194,000 miles. Current/future mods: 7.5mm pump elements, Holset HX40 Turbo feeding Eaton M90 supercharger through custom fabbed intake system. Aeroturbine muffler, scratch-built 4" stainless exhaust. EGR eliminated, ECM recalibrated, modified rack position feedback circuit. Porterfield RS brake pads, Bilstein sport shocks, VDO EGT, oil and boost gauges.
2000 Ford F250 - 150,000 miles. Current/future mods: DP Tuner 3 map chip, scratch-built high flow intake, high output IDM, open circuit fuel system, ball bearing turbo, South Bend full metal clutch, slotted and drilled rotors. Autometer Sport Comp EGT and boost gauges.
04-14-2011, 09:54 PM
#3
If your quantity is off, you get mismatched power, excess vibration, and etc. Also a bad thing.
Changing a plunger/barrel assembly nukes both of those adjustments.
Best bet is to get the Bosch MW 6 cylinder service manual that's floating around, read it, and get a feel for it all.
There's also some service training slideshows floating around on the governor, and what it all does. With luck, we'll have a less grey-area resource on the governor soon.
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.
If your port closeure is not exactly phased, your per-cylinder timing goes off the wall, which is a bad thing.
If your quantity is off, you get mismatched power, excess vibration, and etc. Also a bad thing.
Changing a plunger/barrel assembly nukes both of those adjustments.
Best bet is to get the Bosch MW 6 cylinder service manual that's floating around, read it, and get a feel for it all.
There's also some service training slideshows floating around on the governor, and what it all does. With luck, we'll have a less grey-area resource on the governor soon.
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.
04-15-2011, 07:34 PM
#4
Does the port closure adjustment effect quantity and vice versa?
If so, how?
1998 MB E300 - 194,000 miles. Current/future mods: 7.5mm pump elements, Holset HX40 Turbo feeding Eaton M90 supercharger through custom fabbed intake system. Aeroturbine muffler, scratch-built 4" stainless exhaust. EGR eliminated, ECM recalibrated, modified rack position feedback circuit. Porterfield RS brake pads, Bilstein sport shocks, VDO EGT, oil and boost gauges.
2000 Ford F250 - 150,000 miles. Current/future mods: DP Tuner 3 map chip, scratch-built high flow intake, high output IDM, open circuit fuel system, ball bearing turbo, South Bend full metal clutch, slotted and drilled rotors. Autometer Sport Comp EGT and boost gauges.
This is the electronic pump so no governor to worry about. I'm familiar with the individual effects of each of the 2 adjustments. My main questions besides 1 and 2 above are:
Does the port closure adjustment effect quantity and vice versa?
If so, how?
1998 MB E300 - 194,000 miles. Current/future mods: 7.5mm pump elements, Holset HX40 Turbo feeding Eaton M90 supercharger through custom fabbed intake system. Aeroturbine muffler, scratch-built 4" stainless exhaust. EGR eliminated, ECM recalibrated, modified rack position feedback circuit. Porterfield RS brake pads, Bilstein sport shocks, VDO EGT, oil and boost gauges.
2000 Ford F250 - 150,000 miles. Current/future mods: DP Tuner 3 map chip, scratch-built high flow intake, high output IDM, open circuit fuel system, ball bearing turbo, South Bend full metal clutch, slotted and drilled rotors. Autometer Sport Comp EGT and boost gauges.
04-15-2011, 09:55 PM
#5
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'm not sure if they do, but you don't want to try running with bad phasing, at best performance would be crud, at worst, it could cause damage.
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.
04-19-2011, 09:18 AM
#6
1987 300D Sturmmachine
1991 300D Nearly Perfect
1985 300D Weekend/Camping/Dog car
1974 L508D Motoroam Monarch "NightMare"
OBK #42
Port closure adjustment, this is rotating the element? If so that controls volume. Height controls timing. Atleast on the MW pump. I assume it is much the same on the M as the basic operating principal is the same.
1987 300D Sturmmachine
1991 300D Nearly Perfect
1985 300D Weekend/Camping/Dog car
1974 L508D Motoroam Monarch "NightMare"
OBK #42
04-19-2011, 09:23 AM
#7
This post was last modified: 04-19-2011, 09:23 AM by 300D50.
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.
04-19-2011, 04:11 PM
#9
I'm leaning towards leaving everything set as is and trying it out for size.
I'm also building a simple test rig for these two adjustments so eventually, I'll be able to adjust them myself.
1998 MB E300 - 194,000 miles. Current/future mods: 7.5mm pump elements, Holset HX40 Turbo feeding Eaton M90 supercharger through custom fabbed intake system. Aeroturbine muffler, scratch-built 4" stainless exhaust. EGR eliminated, ECM recalibrated, modified rack position feedback circuit. Porterfield RS brake pads, Bilstein sport shocks, VDO EGT, oil and boost gauges.
2000 Ford F250 - 150,000 miles. Current/future mods: DP Tuner 3 map chip, scratch-built high flow intake, high output IDM, open circuit fuel system, ball bearing turbo, South Bend full metal clutch, slotted and drilled rotors. Autometer Sport Comp EGT and boost gauges.
The height/roller size controls timing. Rotation/position of the holders on the rack determines volume. I'm trying to figure out if one effects the other and to what extent.
I'm leaning towards leaving everything set as is and trying it out for size.
I'm also building a simple test rig for these two adjustments so eventually, I'll be able to adjust them myself.
1998 MB E300 - 194,000 miles. Current/future mods: 7.5mm pump elements, Holset HX40 Turbo feeding Eaton M90 supercharger through custom fabbed intake system. Aeroturbine muffler, scratch-built 4" stainless exhaust. EGR eliminated, ECM recalibrated, modified rack position feedback circuit. Porterfield RS brake pads, Bilstein sport shocks, VDO EGT, oil and boost gauges.
2000 Ford F250 - 150,000 miles. Current/future mods: DP Tuner 3 map chip, scratch-built high flow intake, high output IDM, open circuit fuel system, ball bearing turbo, South Bend full metal clutch, slotted and drilled rotors. Autometer Sport Comp EGT and boost gauges.
05-06-2011, 01:34 PM
#13
Tool for compressing element springs/rollers:
![[Image: P4120177.jpg]](http://i3.photobucket.com/albums/y71/kartek/Mercedes/P4120177.jpg)
![[Image: P4120175.jpg]](http://i3.photobucket.com/albums/y71/kartek/Mercedes/P4120175.jpg)
Stabilizer for element locking pins:
![[Image: P4120178.jpg]](http://i3.photobucket.com/albums/y71/kartek/Mercedes/P4120178.jpg)
1998 MB E300 - 194,000 miles. Current/future mods: 7.5mm pump elements, Holset HX40 Turbo feeding Eaton M90 supercharger through custom fabbed intake system. Aeroturbine muffler, scratch-built 4" stainless exhaust. EGR eliminated, ECM recalibrated, modified rack position feedback circuit. Porterfield RS brake pads, Bilstein sport shocks, VDO EGT, oil and boost gauges.
2000 Ford F250 - 150,000 miles. Current/future mods: DP Tuner 3 map chip, scratch-built high flow intake, high output IDM, open circuit fuel system, ball bearing turbo, South Bend full metal clutch, slotted and drilled rotors. Autometer Sport Comp EGT and boost gauges.
Yes! That would be very helpful! Here are some pictures I took of the tools I made to service the pump. They are just rough prototypes so don't be too hard on me!
Tool for compressing element springs/rollers:
Stabilizer for element locking pins:
1998 MB E300 - 194,000 miles. Current/future mods: 7.5mm pump elements, Holset HX40 Turbo feeding Eaton M90 supercharger through custom fabbed intake system. Aeroturbine muffler, scratch-built 4" stainless exhaust. EGR eliminated, ECM recalibrated, modified rack position feedback circuit. Porterfield RS brake pads, Bilstein sport shocks, VDO EGT, oil and boost gauges.
2000 Ford F250 - 150,000 miles. Current/future mods: DP Tuner 3 map chip, scratch-built high flow intake, high output IDM, open circuit fuel system, ball bearing turbo, South Bend full metal clutch, slotted and drilled rotors. Autometer Sport Comp EGT and boost gauges.
05-08-2011, 03:48 PM
#14
Mb 1984 w201 om603 swap.
Mb 1986 w201 190E 2.3-16v
Mb 2004 w203 C230k
George3soccer
05-08-2011, 03:48 PM #14Pretty awsome stuff, kep us updated all the time. Would love to hear from Dieselmeken and from you, e300TSC.
Mb 1984 w201 om603 swap.
Mb 1986 w201 190E 2.3-16v
Mb 2004 w203 C230k
05-10-2011, 05:27 AM
#16
1998 MB E300 - 194,000 miles. Current/future mods: 7.5mm pump elements, Holset HX40 Turbo feeding Eaton M90 supercharger through custom fabbed intake system. Aeroturbine muffler, scratch-built 4" stainless exhaust. EGR eliminated, ECM recalibrated, modified rack position feedback circuit. Porterfield RS brake pads, Bilstein sport shocks, VDO EGT, oil and boost gauges.
2000 Ford F250 - 150,000 miles. Current/future mods: DP Tuner 3 map chip, scratch-built high flow intake, high output IDM, open circuit fuel system, ball bearing turbo, South Bend full metal clutch, slotted and drilled rotors. Autometer Sport Comp EGT and boost gauges.
Ha! Maybe for the electronic pumps since there's much less "art" involved in the swap. No governor or other settings to worry about.
1998 MB E300 - 194,000 miles. Current/future mods: 7.5mm pump elements, Holset HX40 Turbo feeding Eaton M90 supercharger through custom fabbed intake system. Aeroturbine muffler, scratch-built 4" stainless exhaust. EGR eliminated, ECM recalibrated, modified rack position feedback circuit. Porterfield RS brake pads, Bilstein sport shocks, VDO EGT, oil and boost gauges.
2000 Ford F250 - 150,000 miles. Current/future mods: DP Tuner 3 map chip, scratch-built high flow intake, high output IDM, open circuit fuel system, ball bearing turbo, South Bend full metal clutch, slotted and drilled rotors. Autometer Sport Comp EGT and boost gauges.
05-10-2011, 04:03 PM
#18
1998 MB E300 - 194,000 miles. Current/future mods: 7.5mm pump elements, Holset HX40 Turbo feeding Eaton M90 supercharger through custom fabbed intake system. Aeroturbine muffler, scratch-built 4" stainless exhaust. EGR eliminated, ECM recalibrated, modified rack position feedback circuit. Porterfield RS brake pads, Bilstein sport shocks, VDO EGT, oil and boost gauges.
2000 Ford F250 - 150,000 miles. Current/future mods: DP Tuner 3 map chip, scratch-built high flow intake, high output IDM, open circuit fuel system, ball bearing turbo, South Bend full metal clutch, slotted and drilled rotors. Autometer Sport Comp EGT and boost gauges.
Yes, the quantity and the individual timing. I can do both but I need to devise a test rig.
1998 MB E300 - 194,000 miles. Current/future mods: 7.5mm pump elements, Holset HX40 Turbo feeding Eaton M90 supercharger through custom fabbed intake system. Aeroturbine muffler, scratch-built 4" stainless exhaust. EGR eliminated, ECM recalibrated, modified rack position feedback circuit. Porterfield RS brake pads, Bilstein sport shocks, VDO EGT, oil and boost gauges.
2000 Ford F250 - 150,000 miles. Current/future mods: DP Tuner 3 map chip, scratch-built high flow intake, high output IDM, open circuit fuel system, ball bearing turbo, South Bend full metal clutch, slotted and drilled rotors. Autometer Sport Comp EGT and boost gauges.
08-28-2011, 06:40 AM
#19
1998 MB E300 - 194,000 miles. Current/future mods: 7.5mm pump elements, Holset HX40 Turbo feeding Eaton M90 supercharger through custom fabbed intake system. Aeroturbine muffler, scratch-built 4" stainless exhaust. EGR eliminated, ECM recalibrated, modified rack position feedback circuit. Porterfield RS brake pads, Bilstein sport shocks, VDO EGT, oil and boost gauges.
2000 Ford F250 - 150,000 miles. Current/future mods: DP Tuner 3 map chip, scratch-built high flow intake, high output IDM, open circuit fuel system, ball bearing turbo, South Bend full metal clutch, slotted and drilled rotors. Autometer Sport Comp EGT and boost gauges.
Continuing on with this project, I have another question. When checking timing, how much pressure dues it take to "crack" the delivery valves and cause fuel to drip?
1998 MB E300 - 194,000 miles. Current/future mods: 7.5mm pump elements, Holset HX40 Turbo feeding Eaton M90 supercharger through custom fabbed intake system. Aeroturbine muffler, scratch-built 4" stainless exhaust. EGR eliminated, ECM recalibrated, modified rack position feedback circuit. Porterfield RS brake pads, Bilstein sport shocks, VDO EGT, oil and boost gauges.
2000 Ford F250 - 150,000 miles. Current/future mods: DP Tuner 3 map chip, scratch-built high flow intake, high output IDM, open circuit fuel system, ball bearing turbo, South Bend full metal clutch, slotted and drilled rotors. Autometer Sport Comp EGT and boost gauges.
09-29-2011, 05:38 AM
#20
(08-28-2011, 06:40 AM)E300TSC Continuing on with this project, I have another question. When checking timing, how much pressure dues it take to "crack" the delivery valves and cause fuel to drip?
App 25 bar inletpressure.
dieselmeken
09-29-2011, 05:38 AM #20(08-28-2011, 06:40 AM)E300TSC Continuing on with this project, I have another question. When checking timing, how much pressure dues it take to "crack" the delivery valves and cause fuel to drip?
App 25 bar inletpressure.
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