Can I bug you for pictures too then?

Is 5hp enough or more than enough?

(As for the lathe comment - oh I would like a lathe too! I'm starting from scratch)

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1992 W201 190E 1.8 171,000 km - Daily driver
1981 W123 300D ~ 100,000 miles / 160,000 km - project car stripped to the bone
1965 Land Rover Series 2a Station Wagon CIS recovery therapy!
1961 Volvo PV544 Bare metal rat rod-ish thing

I'm here to chat about cars and to help others - I'm not here "to always be right" like an internet warrior



Don't leave that there - I'll take it to bits!

I have been living on My Continental Army Pension ever since

I fixed it.

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84 300D, 82 Volvo 244Gl Diesel

If some one can get a hold of one of the Flow Meters used on the real Test Stands (meaning it can survive the use of Diesel Fuel or the special Test Oil) you will not need a counter or Graduates.

You also only need one Flow Meter and some sort of Valve System so you can flow the output from one Injector at a time threw the Flow Meter.

If your spec sheet does not list a flow you need to do some math to convert that to X cubic centimeters per X strokes.

What is fun on a used Inline Fuel Injection Pumps is you run the IP till it is nice and warmed up and you set the Full Load Fuel quantity and drop down to the idle speed and find that the Idle quantity has too much spread (too much imbalance between Elements).

You know that it is more important to have the Fuel quantity balanced at the Full Load but you also know your Customer is not going to put up with a rough idle.

So you have to play with the Rack adjustments till you get a reasonable compromise.

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84 300D, 82 Volvo 244Gl Diesel

If I remember right the bench I was barrowing was less than 5HP. I am still collecting parts as funds allow.

Here's a quick before and after of my 7.5mm M pump. Keep in mind that this is just a measure of output at atmosphere and doesn't mean anything in the real world other than it being balanced to itself.

Attached Thumbnails

   

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-Evan


Benz Fleet:
1968 UNIMOG 404.114
1998 E300
2008 E63


Non-Benz Fleet:
1992 Aerostar
1993 MR2
2000 F250

Well that's one heck of a change.

__________________
1992 W201 190E 1.8 171,000 km - Daily driver
1981 W123 300D ~ 100,000 miles / 160,000 km - project car stripped to the bone
1965 Land Rover Series 2a Station Wagon CIS recovery therapy!
1961 Volvo PV544 Bare metal rat rod-ish thing

I'm here to chat about cars and to help others - I'm not here "to always be right" like an internet warrior



Don't leave that there - I'll take it to bits!

Stretch, Om616 and Diesel 911 what happened to this thread? Was any one able to achieve this test bench?

Well I was not part of the build of the item.

I only know how to use the calibration machines that I used on the job some maintained on the machines and general operating principles.

I am not sure the general features can easly be duplicated.
The real test stand that I used had a lagre electric Motor.

The Varidrive is sort of like havint of 2 large flywheels. The belt for the varidruve was like $200 each back in 1976 dollars. The Varidrive itself must have been extremely expensive.

The later models used flowmeters which I think are a lot easier to setup then the older types that used a counter and glass graduate tubes that tipped into the fuel flow when the counter was pushed and then tipped automatically out of the fuel flow after the counter ended.

I think pieceing together the whole thing is extremely difficult for someone that does not know how to deal with all aspects of the construction.

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84 300D, 82 Volvo 244Gl Diesel

What about an on-engine test? You could connect special steel tubes to the IP to measure each flow. Might be a setup you could sell to others for at-home use. To adjust the IP, can one do that by just removing delivery valves (and shimming, ...) or must one remove the IP from the engine? For those performing a service on shipped IP's, you could have a dedicated engine as the tester. This would just be at cranking speed. Would that suffice? I presume you have only one volume adjustment per injector, so how could one adjust at multiple rpm's anyway? If you do need different rpm's, perhaps test one injector at a time, using the other 4 to run the engine (my 5 cyl).

Not sure what the "peak pressure" measurement is for. I thought that was determined by the pop pressure of each injector. I thought the IP parameter of interest is "volume delivered", of course under normal conditions (injector attached). As in post 20, graduated cylinders are an excellent way to measure volume, and are used for gas engine injector testing. Anyway, to measure peak pressure, you could use an electronic sensor as I did in my pop tester (search). For fastest response, test engineers use piezo-electric sensors (Kistler, PCB), but those don't have as high absolute accuracy.

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1984 & 1985 CA 300D's
1964 & 65 Mopar's - Valiant, Dart, Newport
1996 & 2002 Chrysler minivans

On the MW Fuel Injection Pumps the shimming is done to time the elements to the Fuel Injection Pump Camshaft; it is similar to the drip method timing except that you do it to all of the elements.
You just need to attach a well centered degree wheel to the end of the Fuel Injection Pump.
Where I worked we normally did that on the Bench with the fuel fed by a gravity feed.

Changing the fuel adjustment on an MW Fuel Injection Pump is done by rotating the top of the Elements after the two 13mm nuts per elements are loosened.

On the M type Fuel Injection Pump the Element to Fuel Injection Pump timing is done by changing plates at the bottom of the top of the tappets and the fuel is adjusted by removing the side cover and you will see the rack and some rectangular blocks held with set screws.

Sliding the Blocks changes the Fuel adjustment for each element.

I am not sure what is inside of the Governor of either the MW or M type fuel Injection Pump so I can only speak in general. There may be another fuel adjustment adjustment that controls the whole rack.

I know on Bosch non-mercedes fuel injection Pumps you needed to set the rack up so that it operated with in the range of the Governor. By that I mean at X rpm there was supposed to be x amount of rack extension.

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84 300D, 82 Volvo 244Gl Diesel

I am resonably sure that the flow meters on the test stands are not connected to the high pressure injection.
They measuer the fuel that comes out of test injectors and therefore the flow is at a realitivly lower pressure.

That is what scews up the idea of testing the Fuel Injection Pump on the Engine because you need the same Fuel Injection Pump to run the Engine.

But then I don't know if they make flow meters that can operate at inection pressure and at the same time deal with the shock waves that are present inside of the high pressure fuel injection system.

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84 300D, 82 Volvo 244Gl Diesel

All very interesting so I went poking around and found a procedure for calibrating a pump not a bosch but the procedure is basically like Diesel911 had described.

Calibrating the Fuel Injection Pump.

Best of luck on the build!

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92 e300d2.5t
01 e320
05 cdi
85 chev c10

I have been researching to know more about injection pumps and their calibrations. You should also know that their timing to engine if not appropriately done, will make mess of the whole effort in calibration. The port closing degree must tally according to spec.
I know quite well that if one understands the mode of operation and the philosophy behind those test bench, it will be easy to make one. Do you know of Inverter motor Speed Control system? With this you can contingently alter the rpm of the motor that drives the injector pump. You can go a little further by inserting a timer that can break the circuit at a stipulated number of minutes you want. Pressure gauge can be installed in the injector pump fed line. Calibrated test tubes are everywhere to measure the quantity of fuel per time. Then coming to the size of the motor, I do not know why they use large motor. 1hp motor can do the turning of you simple test bench. Look at this I came across and read the specs

YOUNG-IL EDUCATION SYSTEM

If one wants to time for 5mins, timer can be installed to break the motor according to the time you want.

Since suffering from the little "d" I've been worried about other problems!

The biggest problem I see with this for the cheap skate (me) is getting a powerful variable speed electric motor for small amounts of dosh (well the motor isn't such a problem but the speed controller is).

Once I've got that I'll get the head stock from a lathe I have (in storage along with the rest of my life) and then make a wooden construction to start the games. Much like KarTec I'll be using a visual simple measuring system first.

I do have to crack on with this as I've now a few Land Rover CAV pumps I'd like to test...

__________________
1992 W201 190E 1.8 171,000 km - Daily driver
1981 W123 300D ~ 100,000 miles / 160,000 km - project car stripped to the bone
1965 Land Rover Series 2a Station Wagon CIS recovery therapy!
1961 Volvo PV544 Bare metal rat rod-ish thing

I'm here to chat about cars and to help others - I'm not here "to always be right" like an internet warrior



Don't leave that there - I'll take it to bits!