Thanks! I believe #5 won, btw.

Yeah.........that was a no-brainer.

The pump is no where near maxed out...
The slightly larger turbo compressor had a much desired effect of boost staying high at the top end whereas with the stock turbo it used to drop down a few PSI as the RPMS reached the end of the band.

And I am aware of how the diesel power production works...the post wasn't there to make excuses...just a reminder.

I dunno... you may find there's not much more adjustment possible. On the 603 pumps, from the stock setting we can back out the full load adjustment screw about 7 full turns. However after 1.5-1.75 turns, the car won't idle anymore. Just ask Casey. That's why we need the Myna-modified pumps with larger plungers (and the external adjustment feature!)

__________________
Check out my website photos, documents, and movies!

Bonehead had the exact same problem with the 617 pump. If he backed the screw out too far, the idle rpm climbed up too high. I'm not sure if he solved it.

I think if I went any higher I would have this issue (currently my idle comes down just barely noticibly slower). I posted the idea on adjusting another screw regarding idle quantity. I think it is farther back up in the thread. Perhaps this screw could be adjusted to compensate for the high idle fuel volume?

Yes, he was working on the same thing. Don't know if he solved it. It would make sense that another screw should back the idle down if the main screw advanced the rack.

Yes, exactly, but the problem was that backing off the internal idle adjustment (rack minimum delivery position) reached the limit. So once the full load went past 1.75 turns, the idle adjustment couldn't compensate. You'll likely have the same problem. If you don't adjust the idle, it will take too long to return to idle when you let off the throttle... not good.

FWIW, my water injection system is half-installed, and if I can complete it this week I'll be turning up the pump (from +0.5 to +1.5) on my 603 shortly.

__________________
Check out my website photos, documents, and movies!

With its current setting, the 300SD would do well with an intercooler to keep the EGT's out of the red on heavy driving.
It has plenty of power and the idle coming down is only noticeable when its really cold out and there is absoultely no load on the engine...even turning on the headlights produces enough of a load that it comes down as quick as pre-adjustment. Without any load...it idles down in a second or two...as compared to instantaneously...fuel economy has not been negatively affected.

Check out the benz smoke video that I posted to see the difference in return to idle...

Yeah, I noticed the idle smoke thing (revving in park), but IMO that's not normal on a properly adjusted pump. Makes me think you need to lean out the ALDA setting, which is required after you jack up the full load setting.

Already done. The vid was old.

Cool!

On a somewhat related note - or not - does anyone know where we can get a copy of a 300E road test, circa 1986-1989, from a magazine like Car & Driver? Something that has the full performance specs with 0-60, 0-100, measured 1/4 mile data, etc? My approximate goal is to make my diesel outperform the original 300E but I'm not sure where that bar is set. [Side note... the 1986-89 300E was the lightest and had a 3.06 axle ratio. From 1990-92 they gained weight and the axle went to 2.87, and from 1993-95 they got still porkier and the axle ratio dropped to 2.65... BUT, the 93-95 also got 40hp extra from the M104 engine which balanced things out. The M104 cars got larger brakes all around too!]

I have a 1986 300E, but I'm not convinced it's putting out full factory rated power, and also I'm at 2400ft elevation. I did some 0-100mph runs with my AP-22 and the results were a little slower than expected... 0-60 spec is 8.4sec (I think), I was seeing 9.3sec repeatedly. But, I also forgot to force it to start in 1st gear for those runs so I need to do it all over again. I also want to tweak the EHA (gasser equivalent of the ALDA) and see if I can get the times into the high 8's where I think they should be. I'm also not sure what the difference in times would be compared to sea level. BTW, the 0-100 time was approx 26 seconds, and the 1/4 mile data was approx 16.9 @ 83mph. I believe it should be better, that's why I wanted to get something in print from Road & Track back in the late 80's if possible to compare to!

When I get numbers I'm happier with out of the 300E, I'll upload the full data from the AP-22 to my website, same as I have for my diesel and E500.

__________________
Check out my website photos, documents, and movies!

Trying to squeeze stock power out of that 19 year old car

...aren't we all though

I've been meaning to ask you if you've got the 300E figures Dave. I've been operating under the assumption that my car is currently performing at or slightly better than stock gasser figures for that era 124. I don't think a stock pump can do much better. I do think if we could figure out how to eliminate the inherent turbo lag in these engines, we could produce slightly better 0-60 numbers though--think super-turbocharging a la that freaky Finnish OM617 race engine.

he he he, hey maybe we could plumb in one of those electric fan "superchargers", with a throttle position on-switch and boost activated electric cutout, in order to build a couple pounds of boost while the turbo spools up--just blue skying here, don't die laughing.

I think it would be hard to add an inline fan that would not impede airflow at higher boost. The dual-charging thing... either with a sequential blower for off-idle power, or a sequential turbo setup (like the new BMW) with a small turbo for low RPM and a big turbo for high RPM... would be WAY cool. I'd be happy with some kind of variable vane setup but I don't think there are any 'manual' options. Maybe a medium size turbo, larger than stock but smaller than the Finnish Holsets, would be a decent compromise.