Yea the rack limiter is easy to adjust if you would rather go that route.

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1996 s10 zr2 with a 6.5 turbo diesel
1996 c2500 suburban with a 6.5 turbo diesel
1981 300sd with a turbo 617
Monte carlo figure 8 car

Might as well pull it completely and use the external stop.

Thats what i did but why use the external stop? that kinda defeats the whole point, but some people like to keep all the pieces in and just adjust it.

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1996 s10 zr2 with a 6.5 turbo diesel
1996 c2500 suburban with a 6.5 turbo diesel
1981 300sd with a turbo 617
Monte carlo figure 8 car

I've tuned a few of these things now and the tune up becomes more refined each time.

The rack limiter allows you to set the governor to a finer degree lets say. With the limiter removed, the max rack position "Floats", as apposed to being held against a stop, (a “Fixed” position).

With a fixed max rack position, the fueling curve can be stretched out and fine tuned with out the rack ever going past the max point where it starts really smoking. The rack limiter is an important player in the governor because of the differences in flyweight forces as engine speeds change.

Because the flyweights produce more force at high speed, grater spring pressures are needed to hold the flyweights at bay, and slow the reduction of fuel as the engine speed increases, resulting in an increased of fuel at that particular engine speed and throttle setting.

The problem with removing the rack limiter is, when the throttle position is advanced, (increasing speed), the stronger spring settings over come the flyweights too much, and the rack is pushed farther than the desirable point causing smoke, and as the engine speed increases, the flyweights gradually start to overcome the springs and starts to pull the rack back. IMOP this is not a good method to alter the fueling curve because of the floating nature of the rack.

With the rack limiter, the stronger spring tension will push against the limiter, and the rack will not be pushed beyond the desired point, keeping smoke controllable, and allows the operator to stay in it longer, because of the controlled fuel setting.

The TC is an important adjustment for a quality tune because it influences the fueling curve kind of like a mid range needle on a carburetor, bridging the lower and upper end of the curve.

If you increase the throttle spring tension, the fueling curve will be shifted, but it would be like fattening up the low speed needle to increase the mid range fuel instead of adjusting the mid range needle. It would work, but it is not a quality tune as there is over fueling in one area to increase fueling in a different area in the curve. The terms "Crutching", and "brute Force" come to mind.

The RW governor can be adjusted to do anything if you know how to adjust it. This is not brain surgery, almost anyone can learn how to perform a quality tune up.

There, I will get off my soap box...

Your responses are always welcome maybe thats why mine smokes so much

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1996 s10 zr2 with a 6.5 turbo diesel
1996 c2500 suburban with a 6.5 turbo diesel
1981 300sd with a turbo 617
Monte carlo figure 8 car

I think you would be very surprised how well yours would run with a "proper" tune. LOL And it would not black out the rearview mirror.

My co-worker is getting tired of being behind me after work... If only his turbo subaru was faster

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1996 s10 zr2 with a 6.5 turbo diesel
1996 c2500 suburban with a 6.5 turbo diesel
1981 300sd with a turbo 617
Monte carlo figure 8 car

Adjust your IP linkage.

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http://superturbodiesel.com/images/sig.04.10.jpg
1995 E420 Schwarz
1995 E300 Weiss
#1987 300D Sturmmachine
#1991 300D Nearly Perfect
#1994 E320 Cabriolet
#1995 E320 Touring
#1985 300D Sedan
OBK #42

I have followed OM616 advice, and found he really knows his stuff.

For what it is worth I adjusted my rack all the way did a test run, then removed it, no differance. Knowing what I know now I would not have removed the rack limiter. It's stiil out now too much of a pain to put it back.

I have since done further tuning, including two turns on the TC, this really helped the mid range. At this point I do have to watch egt's on long hill's/mountains.

A 240 can be a viable car with some basic tuning, and can be pushed a lot more with more tuning. I have heard of 250 hp 240D, this of course is with a turbo, and serious pump work. Still waiting for Josha37 dyno report......

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1977 240D turbo

Still waiting to have the time to go dyno it, i REALLY hope i will be going soon they just close about the same time i get off work..

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1996 s10 zr2 with a 6.5 turbo diesel
1996 c2500 suburban with a 6.5 turbo diesel
1981 300sd with a turbo 617
Monte carlo figure 8 car