I wanted to put a 603 in my w123... their was an SDL for sale in tampa for like 500$.. it was wrecked (trunk was pushed to the rear doors) I wish I had the $$ to buy it

the good thing of a old car rotting away is you can replace it with fiberglass, sooner or later your gona have a nice light weight car, zoom zoom

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1985 300D - 599,xxxk - blue interior #265 Monark Nozzle, AL129X, 15" Ronals, Gen II Big Brakes hunting
1985 300D - 491,xxxk - in prog-{A-A IC, 3" exhaust, psi\pyro, 28*BTDC, Hella Euros, IP Limiter removal
1985 300TD - 783,xxxk - parts car,used new engine with ALDA cap inplace
1987 Kenworth T-600 8LL 425 CAT Mech. - 6,000,000+k - DEI exhaust wrap, punched through resonators, 1 recent rebuild,

my sleeper was a buick [vista sport]wagon 1970
it had a full GS400 ci motor that was under rated at 340hp and 440 f-lbs of tork and tork wins races
we only lost one street race and that was to a race modded chevy MC
and he hit the NOX button to do it we were stock pure stock

volvo turbo wagons are a good sleepers as mods can push them up to the 3-400hp range something no-one expects from a volvo

my fiero with a 300hp caddy northstar V8 will surprise a few soon

BTW no mod is impossable
some do cost more then they are worth
but I do think two injection pumps is doable
maybe not cheap or eazy or eazy to time right

btw2 a new GM diesel is reported to use 8 injection pulses per cycle
el-trick controled by computer
so I wonder how long the 617 squirt takes
and if that could be doubled or not

IF you piggiebacked a el-trick injector with the mechanical pulse being used to trigger
an additional el-trick shot on top of the normal mechanical injector volume
ie say the el-trick valve only opens when it feels the mechanical pump shoot
to double the fuel volume

Propane fumigation is not the only way to get more fuel than what the IP can put out. Diesels can be fumigated thru the intake with many different fuels.

For a while I was using RUG for fumigation in my 1980 Audi diesel. I used a GM throttle body injector controled by a home-made EFI controler to control the RUG. It was actually easier to control than propane and almost as effective.

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Ron Schroeder
'85 300 Turbo Diesel 2 tank WVO
'83 300 Turbo Diesel 2 tank WVO
Some former WVO vehicles since ~1980:
'83 Mercedes 240D
'80 Audi 4000D
'83 ISUZU Pup
'70 SAAB 99 with Kubota diesel
'76 Honda Civic with Kubota diesel
'86 Golf
Several diesel generators
All with 2 tank WVO conversion
LI NY

The only problem with intake injected fuels in a diesel is that you can only inject so much before it starts to auto-ignite before the diesel is injected.

The pressures of compression at full boost is already amazingly high, just imagine the engine trying to compress gases already rapidly expanding.

Thank You for the nice comment.....that is a great paper and should serve the folks here well.....page 10 Fig. 6 as well as page 11 Fig. 7 do a nice job of explaining how the "helix" works.....once you understand how the internals work, you will begin to see how difficult it would be to "create" or fabricate a custom set of plunger/barrel assemblies.....

Perhaps this link should be posted over in the DIY portion of the forum.....

SB

As far as sleepers go....back in 1967 I owned an '67 Olds F-85....2 door sedan....but was all 442 W-31 under the hood....it even had a bench seat and a 3 speed ball on the Hurst shifter.....this car looked like your dad's car....all the way down to the steel wheels with the little F-85 hubcaps....that car ate a ton of SS 396 Chevelles, Buick GS 400's and GTO's........the only hastle was that about 2 months after I put the car together...they came out with the Z-28 Camero.......

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Diesels:
'85 300D, "Max, Blue Benz", 155K, 27.0 MPG
'84 190D 2.2, "Eva, Brown Benz", 142K, 40.2 MPG
'77 240D (parts car)
'67 Eicher ES 202 Tractor "Otto" (2cyl, Air Cooled, 30HP)
Gassers:
'94 Ford F-150, "Henry", 170K (300 Six) 17.5 MPG
'85 190E 2.3, 148K....Parts Car
'58 Dodge W300M Powerwagon (Flat Fenders) Less than 10 MPG

Well why were talking about mods why not forget the mechanical all together, put a high pressure diesel pump on there in place of the injector pump, add a crank and cam sensor, coolant temp sensor, mass air flow sensor, a tps and a few others. Then use a common rail setup and direct injection injectors and a computer and have a diesel you can tune just like the modern engines and no need to worry about making expensive changes to the internals of your injector pump

Yeah, that sounds affordable.

It would probably be cheaper to buy a new CDI.

and how much is this common rail conversion going to cost??????

hard to say depends how much you can do yourself, but the the cost would outweigh the benefits for sure but why we were putting ideas out there figured I may as well

If it was already direct injection that would be MUCH MUCH easier... as it is we would have to figure out how to get rid of the prechamber (ie, custom head) and design new pistons to reflect DI designs. Google around to see the difference between DI and IDI pistons/injectors/etc.

That being said... I still want to do something like that one day. I'm a geeky Computer Engineer so the thought of making my own Common Rail ECU excites me

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John Robbins
'05 E320 CDI - 240k
'87 300TD - 318k

my idea.. sell the 617, bolt in a finnish tuned 603 and call it a day

That's redundant.

Couldn't we do a common-rail IDI?

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-Matt

EPA Section 609 Certified MVAC Technician
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Oil Burner Kartel Member #10

Ahh the smell of Diesel Fuel, it's like coffee in the morning!

My Car:

1982 300SD Turbo Diesel (231,500 miles!) RIP

1984 300SD Turbo Diesel Custom (235,500 mi on driveline.) - On Road!!

www.icsrepair.com