Cheap motor may not work but the right motor will work. There are different types of motors. Look at this
https://inverterdrive.com/group/AC-Inverter-and-Motor-Kits/Variable-Speed-Inverter-Motor-230V-3HP-2800RPM-1/

Attention Diesel 911,
I want to find out some critical operations of diesel inline pump test bench.
When you switch on a test bench, the pump starts rotating and pumping. How does the box of test tube set control when test oil will start entering the tubes and when it stops at a predetermined number of strokes say 300 strokes?

On the older machines the Fuel comes out of the Fuel Injection Pump Elements through indvidual Fuel Injeciton Hard lines to Test Injectors, similar to how they are on an Engine.

The test Injectors spray down into tubes that the Injectors fit into. When the Tubes the Injectors fit into fill with fuel there is flexiable platic fuel line for each injector that goes upwards and eventually ends in a fitting that is open and points down wards.
The fuel flows and goes downward into containers that return it to the Tank or into the measuering graduates get tipped into the stream of fuel by the Machine.

What controls the tipping is a counter (that counts the strokes) and a solenoid that jerks/tips the gradutes under the Fuel Flow or out of the fuel flow (when the counter reaches the set strokes).

Tipping the graduates out of the fule flow cuts off the fuel to the graduates. Then you wait a bit for the fuel to settle in the graduates and you see how much fuel volume is inside of the graduates.
whan you are done you either manually or electronicaly open the drains at the bottom of the graduates to drain them out; you need to wait to make sure all is drained out.
You have/need one graduater per element on the Fuel Injecton Pump.

So you need a Counter connected to the drive of the test machine that essentialy measures one rpm/stroke that will turn on solenoid that jerks/tips the graduates into the fuel flow and jerks/tips them away when the number of rpms/strokes you set has ended.

Easier is the newer machines that use a flow meter/s because you need no counter or electro mechanical setup to jerk/tip graduates and no graduates.

If it is not on the clibration instructions for the fuel injection pump you simply calculate what you are getting when the flow meter shows X amount of cubic centimeters per minute.
Please note that I am less less familiar with the test stands that have flow meters as I only worked about 6 months in a shop that had a test stand that used one.

I beleive using a flow meter is easier and you only need one flow meter and some sort of mechanical valve so that you can channel the fuel from one element through the flow meter. Note that all the test stands I have used you need a set of test injectors or nozzle plates.

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84 300D, 82 Volvo 244Gl Diesel

Dieselmerken - that's the name of the chap who "does" the M pumps isn't it? - has a couple of videos on yewtoob showing the mechanical counting and flipping device (I think). If not there are quite a few showing diesel pump and injector testing out there.

@mackglobal - thanks for the link showing the variable speed motor. That's exactly the kind of money I don't want to end up spending - I have a used baked bean can and string budget here!

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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!