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  #1  
Old 02-04-2007, 01:19 PM
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How to Set IP Timing via the Drip Tube Method - Pictorial

1. Turn the engine until the timing pointer is aligned with the specified start of delivery degrees on the balancer. Must be on beginning of compression stroke for #1 cylinder. See below for proper degrees.

Turbo Charged Engines: 23 to 25 degreees BTDC
Non Turbo Charged Engines:
615.913: 26 Degrees BTDC
615.912: 24 Degrees BTDC
616: 24 Degrees BTDC


See Pic 1. This is the 616 engine set on 24 degrees.

2. Open your oil cap and make sure both cam lobes are facing up to ensure you are on the beginning of the compression stroke. If not, rotate crank one more time. See Pic 2.

3. Remove the metal fuel lines. See Pic 3.

4. Remove the vacuum line from your shut off valve. See Pic 4.

5. Wire your throttle to full open. See Pic 5.
Attached Thumbnails
How to Set IP Timing via the Drip Tube Method - Pictorial-ip1.jpg   How to Set IP Timing via the Drip Tube Method - Pictorial-ip2.jpg   How to Set IP Timing via the Drip Tube Method - Pictorial-ip3.jpg   How to Set IP Timing via the Drip Tube Method - Pictorial-ip4.jpg   How to Set IP Timing via the Drip Tube Method - Pictorial-ip5.jpg  

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1982 Mercedes 240D, 4 speed, 275,000
1988 Porsche 944 Turbo S (70,000)
1987 Porsche 911 Coupe 109,000 (sold)
1998 Mercedes E300 TurboDiesel 147,000 (sold)
1985 Mercedes 300D 227,000 (totaled by inattentive driver with no insurance!)
1997 Mercedes E300 Diesel 236,000 (sold)
1995 Ducati 900SS (sold)
1987 VW Jetta GLI 157,000 (sold)
1986 Camaro 125,000 (sold - P.O.S.)
1977 Corvette L82 125,000 (sold)
1965 Pontiac GTO 15,000 restored (sold)
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  #2  
Old 02-04-2007, 01:24 PM
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6. Mark the current position of your timing pump. In case something goes wrong, you can always reset it to where it was before. See Pic 6.

7. Loosen the injection pump mounting bolts (13mm). There are 4 total. Three where the pump bolts to the engine and one at the back of the pump. First bolt. See Pic 7.

8. Second bolt. See Pic 8.

9. Third bolt is accessible through the underside. See Pic 9.

10. Fourth bolt is at the back of the pump. See Pic 10.
Attached Thumbnails
How to Set IP Timing via the Drip Tube Method - Pictorial-ip6.jpg   How to Set IP Timing via the Drip Tube Method - Pictorial-ip7.jpg   How to Set IP Timing via the Drip Tube Method - Pictorial-ip8.jpg   How to Set IP Timing via the Drip Tube Method - Pictorial-ip9.jpg   How to Set IP Timing via the Drip Tube Method - Pictorial-ip10.jpg  

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Scott
1982 Mercedes 240D, 4 speed, 275,000
1988 Porsche 944 Turbo S (70,000)
1987 Porsche 911 Coupe 109,000 (sold)
1998 Mercedes E300 TurboDiesel 147,000 (sold)
1985 Mercedes 300D 227,000 (totaled by inattentive driver with no insurance!)
1997 Mercedes E300 Diesel 236,000 (sold)
1995 Ducati 900SS (sold)
1987 VW Jetta GLI 157,000 (sold)
1986 Camaro 125,000 (sold - P.O.S.)
1977 Corvette L82 125,000 (sold)
1965 Pontiac GTO 15,000 restored (sold)
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  #3  
Old 02-04-2007, 01:33 PM
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11. Remove the pump element (15mm). See Pic 11.

12. Remove the spring. See Pic 12. There is also a delivery valve just under the spring. Remove it too.

13. Picture of the pump element, spring and delivery valve. See Pic 13.

14. Reinstall the pump element minus the spring and delivery valve. Install the drip tube on top of the pump element facing towards the engine. See pic 14.

15. Pump the hand pump until fuel is dripping out of the tube at a rate of 1 drop per second. Turn the IP towards or away from the engine to adjust the drip rate. Have a clock next to you to help time the drips. See Pic 15.

Once you're done, put it back together. Don't forget to reconnect your vacuum line and remove the wire from the throttle. Start your engine and check for leaks.

Good luck,

Scott
Attached Thumbnails
How to Set IP Timing via the Drip Tube Method - Pictorial-ip11.jpg   How to Set IP Timing via the Drip Tube Method - Pictorial-ip12.jpg   How to Set IP Timing via the Drip Tube Method - Pictorial-ip13.jpg   How to Set IP Timing via the Drip Tube Method - Pictorial-ip14.jpg   How to Set IP Timing via the Drip Tube Method - Pictorial-ip15.jpg  

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Scott
1982 Mercedes 240D, 4 speed, 275,000
1988 Porsche 944 Turbo S (70,000)
1987 Porsche 911 Coupe 109,000 (sold)
1998 Mercedes E300 TurboDiesel 147,000 (sold)
1985 Mercedes 300D 227,000 (totaled by inattentive driver with no insurance!)
1997 Mercedes E300 Diesel 236,000 (sold)
1995 Ducati 900SS (sold)
1987 VW Jetta GLI 157,000 (sold)
1986 Camaro 125,000 (sold - P.O.S.)
1977 Corvette L82 125,000 (sold)
1965 Pontiac GTO 15,000 restored (sold)
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  #4  
Old 02-04-2007, 01:37 PM
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Thanks!

Wow. Thank you for takiing the time to put this together - it will be very helpful.
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'85 300D, 'Lance',250k, ... winter beater (100k on franken-Frybrid 3 Valve Kit)
'82 300D, 'Tex', 228k body / 170k engine ... summer car
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  #5  
Old 02-04-2007, 01:43 PM
airbus's Avatar
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I just started a new thread because I couldn't find the spot where I get 1 droplet per second.

cold starting problems / IP start of delivery on '84 300D

Within the range of adjustment there was always a steady stream or droplets at a very fast rate coming out. Any ideas?
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  #6  
Old 02-04-2007, 02:03 PM
ForcedInduction
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Good guide!

However, I set mine at 26* BTDC instead of 24*.
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  #7  
Old 02-04-2007, 02:06 PM
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Quote:
Originally Posted by ForcedInduction View Post
Good guide!

However, I set mine at 26* BTDC instead of 24*.
Just curious, why?
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Scott
1982 Mercedes 240D, 4 speed, 275,000
1988 Porsche 944 Turbo S (70,000)
1987 Porsche 911 Coupe 109,000 (sold)
1998 Mercedes E300 TurboDiesel 147,000 (sold)
1985 Mercedes 300D 227,000 (totaled by inattentive driver with no insurance!)
1997 Mercedes E300 Diesel 236,000 (sold)
1995 Ducati 900SS (sold)
1987 VW Jetta GLI 157,000 (sold)
1986 Camaro 125,000 (sold - P.O.S.)
1977 Corvette L82 125,000 (sold)
1965 Pontiac GTO 15,000 restored (sold)
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  #8  
Old 02-04-2007, 02:29 PM
ForcedInduction
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Quote:
Originally Posted by Scott98 View Post
Just curious, why?
A little more aggressive timing for better power and economy. I am not concerned with NOx emissions. I don't want to hold back the engine just for emissions.

BTW, I just passed my state emissions yesterday.
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  #9  
Old 02-04-2007, 02:52 PM
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Quote:
Originally Posted by ForcedInduction View Post
A little more aggressive timing for better power and economy. I am not concerned with NOx emissions. I don't want to hold back the engine just for emissions.

BTW, I just passed my state emissions yesterday.
Do they do the tailpipe test on a diesel there?
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  #10  
Old 02-04-2007, 02:55 PM
ForcedInduction
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Just opacity (visible emissions) on Diesels.
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  #11  
Old 02-05-2007, 09:14 AM
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I think I will go ahead and set mine again - this time to 26 and see if I can tell the difference.
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Scott
1982 Mercedes 240D, 4 speed, 275,000
1988 Porsche 944 Turbo S (70,000)
1987 Porsche 911 Coupe 109,000 (sold)
1998 Mercedes E300 TurboDiesel 147,000 (sold)
1985 Mercedes 300D 227,000 (totaled by inattentive driver with no insurance!)
1997 Mercedes E300 Diesel 236,000 (sold)
1995 Ducati 900SS (sold)
1987 VW Jetta GLI 157,000 (sold)
1986 Camaro 125,000 (sold - P.O.S.)
1977 Corvette L82 125,000 (sold)
1965 Pontiac GTO 15,000 restored (sold)
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  #12  
Old 02-05-2007, 10:14 AM
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Attn. Moderator

Can this "How To" be posted also in the DIY Links By Parts category?
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  #13  
Old 02-05-2007, 11:59 AM
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Quote:
Originally Posted by ForcedInduction View Post
Good guide!

However, I set mine at 26* BTDC instead of 24*.
Have you noticed any increase in mpg as a result of more advanced timing?
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1984 300D 225K
1985 300D Donor body
1985 300D Turbo 165K. Totaled. Donor Engine. It runs!!!
1980 300SD 311K My New Baby.
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  #14  
Old 02-05-2007, 12:33 PM
ForcedInduction
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I've only been through part of a tank so far. Not enough to gauge a difference,
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  #15  
Old 02-05-2007, 09:18 PM
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Awesome pictorial, thanks. I might tackle this sometime.
Lance, was there a decent power increase?
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