How much would you pay for a MW pump that was tuned to give say 150 HP at the wheels?


I know there are several shops in the US that have the knowledge and equipment to tune the MW pump for more power, but likely have not invested time in examining the pump due to a perceived lack of demand. Hopefully the data from this post can be used to show that there is interest and $$ in performance tuned MW pumps.

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1979 240D- 316K miles - VGT Turbo, Intercooler, Stick Shift, Many Other Mods - Daily Driver

1982 300SD - 232K miles - Wife's Daily Driver

1986 560SL - Wife's red speed machine

giles charges around 600CDN for a VE pump rebuild (Volkswagen)



to compare, the finnish will cost upwards of $2k (after shipping, customs, etc...)






it's not cheap. I don't want to see how much plungers and whatnot would cost. We're talking bosch here, afterall.

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-1983 VW Rabbit LS Diesel (5speed, VNT/Giles build)

A stock rebuild costs about $1000, so maybe my price poll is low. I was thinking more of a performance IP adjustment rather than a full rebuild though.

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1979 240D- 316K miles - VGT Turbo, Intercooler, Stick Shift, Many Other Mods - Daily Driver

1982 300SD - 232K miles - Wife's Daily Driver

1986 560SL - Wife's red speed machine

Up to $200 for labor and gaskets. 150 is easy by just turning some settings and/or removing the limiter arm. Removing the oil filter housing for access is harder than tuning the MW pump.

What would be involved in a "performance tuneup" that we cannot do ourselves? If we just remove the rack limiter, tweak the TC as much as it will go before idle problems develop, what else is there to do? I think what we really need are bigger plungers to pump more fuel. It seems that 10mm plungers may be available, so maybe we should follow it in this direction..

EDIT: I voted for 600plus assuming a rebuild with bigger elements. I'd actually pay at least double that.

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99 E300 Turbodiesel 100k

Only problem with that idea is the RW governor probably can't control it. Nobody has tried yet so it may or may not work well enough to be daily drivable. I'm sure it would work good enough to be a dragstrip queen.

Well, in this case it seems to me the best thing to do would be to either modify the RW governor to control it, or to possibly use a different governor. What about the governor out of the same MW pump that the 10mm elements came out of? Are all MW pumps not the same as far as the interface between the pump and governor is concerned? Would either of these ideas stand even a remote chance of working? And what sort of driveability problems would result from having the governor being overpowered by the engine? Its ungoverned above 1000 anyway.. is the problem not being able to hold a steady idle? Is a jumpy idle really a big problem?

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99 E300 Turbodiesel 100k

Nobody has put in 10mm elements yet, so, the answers to those questions are still unknown for now. It might run like normal, it might make the engine run away or anything in between.

It would be awesome if somebody would do it and find out.

install compression releases on the cylinders. problem solved.

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Have you ever noticed that anybody driving slower than you is an idiot, and anyone going faster than you is a maniac?

As long as they would add one additional commandment for you to keep thy religion to thyself.
George Carlin (Wonder where he is now..)

1981 240d (engine donor 1983 240d) recently rebuilt engine hurray! - No more.. fought a tree and the tree won.

pearl black 1983 240d 4speed (Converted!@$$%) atleast the tranny was rebuilt.

Keep in mind that they add external adjustments, and you can produce 400HP from that $2k pump. I wouldn't spend all that much for $150HP that I could tinker with myself. Now, if they could do things like remove the high RPM fuel cutoff I would do the $400-600.

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

BOSCH recommends a specified adjustment order when setting up the pump. I am thinking that if this order was followed then more power, with out side effects like poor return to idle could be gained.

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1979 240D- 316K miles - VGT Turbo, Intercooler, Stick Shift, Many Other Mods - Daily Driver

1982 300SD - 232K miles - Wife's Daily Driver

1986 560SL - Wife's red speed machine

I agree, if nothing else the bench can play around with the system on their bench, see how it responds, and tweak it MUCH faster than we can. They also have numbers to represent performance vs our 0-60 or some such.

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

It is possible to run calculations to figure out if the idle governor will be effective with elements 2x the size.. Its not simply a matter of "just try it", unless you want to make it that way.. I just don't know where to start calculating. It seems, theoretically, that as you increase the plunger size, a decreasing variation of the rack position causes a greater variation in the amount of fuel injected. Therefore, if you have bigger plungers, you need a more sensitive governor to compensate... or do you? It basically becomes a function of how quickly the governor can respond to rpm increases/decreases compared to a function of how quickly the rpm increases/decreases with a given fuel input... and a few recursions and recombinations thereof... It seems like if the governor can't move the rack proportionally to the speed of the rpm increase/decrease (that is the rapidity with which the rpms change.. "derivative of rpms"), then the governor can't govern effectively... This data must be available somewhere... after all, the method used for engineering this thing originally was not trial and error...

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99 E300 Turbodiesel 100k

Has anyone ever taken a MW pump to a Bosch injection shop and asked them to make performance adjustments?? or would the injection shop refuse to do such work on account of liability/emissions/cold feet? would a 'bench test' machine be able to predict the results, (to some extent) and be useful in calibration.. it must be, that is unless each family of injection pump has a very narrow window of published specifications, beyond which the tech would be guestimating.. I don't really know that want HUGE power, just a bit more torque in the low end.. and seeings how I have not really played with my IP, I can not really ask for even that...

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46 WDX Power Wagon

84 300TDT daily driver

I want huge power =D, if the 617 is good for 400hp I intend to take it there... only problem is $$

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99 E300 Turbodiesel 100k