what about replacing the pin screw (it is guiding the internal ALDA lever) with one that is eccentric in the pin? (before changing the radius of the guiding lever).
With an eccentric screw the relation of ALDA-travel over rod travel can be modified individually.

Tom

Are you saying you can crank down on the ALDA to mitigate the effects of overdoing the TC adjustment? Or are you saying that the ALDA also affects the high-idle fueling? Or both?

There are three things that allow more fueling on the MW IP: the FLFL (full load fuel limiter, commonly called the full load, or fuel limiter, or just FL) the torque control (TC) and the alda. If you (internally) adjust the FL and TC you need to also adjust the idle adjustment to compensate for the TC and FL changes. You can adjust those two only so far and then you cannot adjust the idle control anymore AND still get the engine to return to idle- ie you are at the limit. Note at this point there is NO alda adjustment. That is how my IP is adjusted now. When you are at this limit and then you adjust the alda in - you get more fuel- at all levels or boost/rpm. This leads to runaway conditions at low rpm. So right now I can add more fuel at low rpm by adjusting my alda- and my engine will runaway. If I adjust it out I do not get runaway. My engine by my seat of the pants and all other meters besides a dyno tells me that I get more power by changing the alda in- but the same adjustment also means I cannot return to idle. That's a bit hard on the braking system- even on my w126 gen II system. With my alda all the way in my car is more powerful- but immediately after starting I MUST put it in gear and engage the brakes, and shifting must be quick from F to R ... I cannot spend time in neutral at all. It's a homesick angel in aviation terms, it's a horse that wants to run and you gotta apply the brakes all the time. Obviously this is not a daily driver tuned this way- so I back off the alda. What I want is when I am accelerating to remotely move the alda "in" and when my right foot is "off the gas" the alda is moved out. With the alda all the way in AND accelerating I dont need to return to idle- thus I get more fuel/power then and only then. When not accelerating I want the alda out- giving less fuel and the ability to return to idle, and little to no smoke at lower rpm. This is so far the limiting wall of the MW IP to increasing fuel delivery- thus power with the otherwise mostly stock 617-95X.

Hmmm... to me it sounds like you aren't adjusting your coarse idle back enough when doing the TC adjustment, or perhaps you have hit the max that you can do with that adjustment. It is nice to know that the ALDA tames the effects of the TC adjustment when there's no boost, but I have trouble believing that the ALDA affects the fueling when there is boost... its just not set up to work that way... If this is indeed the case, could a combination of shimming and adjusting make the ALDA work properly in all ranges of operation?

TC is designed to enrich at low rpm and lean at high rpm. Not sure if you were aware of that.

Please guys do a passing lane test: a couple times with the alda set to lean, and a couple times with the alda set to rich. Report results.

AAhh... That is exactly what the ALDA is supposed to do.

In MTUs case we have extra fuel added all across the RPM range, F/L and TC adjustment. Without the extra boost air there is smoke until the turbo spools, so the ALDA is applied to reduce smoke to a reasonable level. As a side benefit it takes care of some of the return to idle duties the coarse idle adjust couldn't quite handle at these fuel levels.

In stock trim the TC starts pulling back on the fuel long before max RPM is reached to flatten the upper end of the torque curve. This is done to to make the car more docile for the average customer and to improve auto tranny life.

I did what the Man Forced said to do.Remove my ALDA and leave it,in the garage.What a fire breathing monster,I created.

Well, if you aren't up for the challenge of RnRing your IP or you can't grasp the subtle interplay of the various internal adjustments,you can just back the ALDA screw out all the way or add a few shims and it will mask some of the problems of an out of adjustment pump. Why anyone would remove it all together for more than a test run is beyond comprehension.

PS Nice work on the WVO system, I'm collecting componenets for a system. I see your main interest is more good econmical performance not all out super turbo power.

Since the ALDA is a fuel limiting device and prevents the introduction of excess fuel when the engine doesn't have the air............the exact same thing can be accomplished by the driver. Don't give the IP more than 1/2 pedal at low rpm's.

The engine is modulated with fuel...........it doesn't matter how its modulated..........ALDA controlled or driver controlled...........same difference.

If you have a foot sensitive enough to detect the precise amount of boost and calibrate the proper amount of fuel at each given instant during an acceleration run you are an exceptional individual. For most people the boost level is changing too rapidly during acceleration/deceleration for the foot and brain to keep up. Also running around with a hole in the top of the governor housing is not a good idea when you can achieve the same result with a few shims or a screw driver. To each their own though I'm just trying to share what little knowledge I've Gained along the way so others can think it through for themselves.

Brian, given your statement above regarding the functional significance of the Alda, what would be wrong with just eliminating that pesky govenor altogether? One could just directly connect the go pedal to the fuel rack and thus let the foot modulate the fuel. After all the govenor is just a fuel limiting device.

??????????

The ALDA is a fuel limiting device only when there is an absence of boost. Apparently, it also limits fuel when the boost is on, a little bit. Look at how the ALDA works. You can increase the effective range of motion of the device by turning a screw, and shimming the device. This removes the boost-on limiting while retaining the boost-off limiting, which reduces smoke output, while giving more power. Does it not?

This thread's motion is no longer to push the envelope of the 617, but kind of a "do you know..." thing. Those that are new (to altering/upping the HP) pay little heed to the documented known history of those that paved the way. It's not a "my idea"/ "your idea" discussion. Can your suggestion/post get us further along or not- that is the question. If not then do not post.

How are you going to maintain an idle?