WOT means Wide Open Throttle! If there is another meaning for it I do not know it. Also I do not know the "Easley" method of timing the pump. I have owned my Mercedes for 1 year now and have not got around to ordering the crush washer that goes under the delivery valve yet to check the timing.
However way back in the late 70's I worked in a fuel injection shop and we used the Drip type method of timing the IPs with the gravity type fuel feed;and it works. But, we had a nice setup with the proper fittings and ect. Most in inline IPs back then used this type of method to time them.
Unfortunately with all I have read I cannot think of anything else to do that I has not been said. I can happen but I think it would be odd that 2 IPs would be no good.
If this was happening to me I would be going back and checking all of the non-IP stuff that could cause the problem as all of that stuff is a lot less expensive than sending the IP out.

About 2 months ago I put my IP back on my Volvo diesel only to end up with a lot billowy white smoke coming out of the exhaust. I am still not sure exactly what the problem was but even though I checked it I found the timing was off. Why, because I had not tightened the timing belt up enough. I thought I had done it right the first time but did not. No matter how good of a job I thought I did the white smoke was there and I had to admit I could have made a mistake! I had to go back and start over and I found that the Timing Belt was too loose and tightened it and retimed the IP. Now it is OK and I am driving the car.
If this was happening to my Mercedes and knowing that I started with a Long Block I would be checking again to make sure that the Camshaft Timing is correct. Those marks in the picture I posted above should be lined up and Crankshaft Damper at TDC (by the 0 on the damper). Also you have not said how you knew you were at TDC when you timed the IP.

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84 300D, 82 Volvo 244Gl Diesel

Thanks for the encouragement and help

Today I took a fresh look with the sluggish 617 diesel. The exhaust is hanging down on the driveway and she's been sitting like that since Saturday morning. I had used my new handmade tool to rock the IP incrementally with the engine running and the exhaust disconnected. There was no noticeable change in the high rpm range. On Sunday afternoon I had bypassed the fuel tank screen and again no noticeable change. I just rolled up shop and took the rest of the day watching a movie with the wife and one of the kids.

Now this morning I opened the shop and looked under the hood. I started the car to let her warm up for another look. I grabbed the throttle and through down to rev her up and instantly noticed the IP full stop lever was not contacting the screw stop. There was a wide gap so I was puzzled with what may have happened over night. I then hands on moved the lever to full stop. What do you think happened? She revved up like normal and the turbo was singing a new song through the open exhaust.

I had been careful to readjust the linkage and to make sure the full throttle lever would close and hold on a business card against the screw stop. And through out all the testing I would visually observe the lever at full open throttle to the screw stop. I am now delighted but perplexed. I found that the accelerator rod had slipped in its slot so I must have failed to tighten the 10 mm bolt properly. I tweaked the throttle linkage and the engine now revs normally. It makes you wonder about the exhaust and whether it being loosed for a few days of revving up and shutting down could awaken the turbo? So now I connect the exhaust pipe to the mufflers and go for a test drive. The engine was revving up so well with no load but does seem impaired while driving. I wonder how many of us with these old mufflers are losing power by backpressure even in small or large amounts.

I will be looking for a new muffler system to round out all the experience. If the shopforum does not supply mufflers and someone could make a recommendation it would be helpful and perhaps it’s time for performance parts.

I cannot account for what exactly lead to finally getting my problem solved but you all have really made me go on and go back to check and recheck the many exercises and known settings.

Special thanks to Diesel911 who stressed these exercises so well with encouragement. You are right that I did not ever answer how I determined compression stroke. I guess I just didn’t think it was an issue here and did not mean to be disrespectful to anyone. I know the compression stroke by what I read here on the shopforum awhile back. You can open the oil fill and with a flashlight look easily at the cam and determine the lobes are in 10 o’clock and 3 o’ clock. When I got the long block I checked the cam timing against the TDC mark on the crank so it has not been in question this go round. I still would like to know if the full throttle screw stop on the engine side of the IP can be readjusted. Perhaps Forced would have a comment here.

Thanks again, LD

It is those little detailed things that can cause the hardest to find problems.

Also your last paragraph will help me out. I have yet retime my IP and would have either removed the whole valve cover or pulled #1 glow plug to feel the pressure to find if I was on the compression stroke.
I did not know you could see the intake came lobes on #1 by looking throug the oil fill hole. Thanks, your post will be saving some time.

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84 300D, 82 Volvo 244Gl Diesel