tomnik, you live in Germany. M-pumps should be all over the place over there. Why are you spending so much to make 6mm plungers for the MW pump when you can get an M-pump and buy 6mm plungers new from Bosch for less?

believe it or not but there are no turbo-Ms for the 617a over here.
For the 60x you can find many turbo IPs (M).
The MW for me seems to be "better" because individual timing and individual flow can be adjusted from "outside" and the housing is more resistant to pressure.
I don't trust the shops that they adjust individual timing and flow at all (as you know cam rollers have to be adapted which means that the pump has to be disassembled after the bench test, then tested again until timing and flow is what I expect).
MW pumps go up to more than 10 mm elements so they are made for more.
And on top my project started at a time when I did not know where to get 7 mm M elements. I learned a lot doing this and today for me it does not make any difference what kind of elements I touch even gasser elements for old Porsche are in discussion with some racing boys nowadays.
MW elements in the range of 6 -7 mm simply not exist on the market.

Tom

Its something they must adjust within specs or the engine will run like crap.

The panel on the side is where individual plunger timing adjustment is accessed. They aren't as easy to adjust as the MW but its no problem when the pump is mounted to the flow machine.

you do not want to know what is still within spec!!
timing: +- 1 deg
ths might be o.k. that the engine runs, but ...

[/QUOTE]
The panel on the side is where individual plunger timing adjustment is accessed. They aren't as easy to adjust as the MW but its no problem when the pump is mounted to the flow machine.[/QUOTE]

NO, individual quantity (turning the plunger)!
Timing is set (M-Pumps) by using cam rollers of different diameter. The vertical position of the barrel is fix in the housing. By changing the diameter of the roller you change the offset of the plunger (which is timing).
Doing this correctly means doing the disassembling and reassembling job several times. I asked and none of them ever had an M-pump individual timing out of spec

Join a bench adjustment and you will get in trouble with the guy, in case it is your pump he is working on...

Tom

Talked to a very sharp guy at a Bosch shop in Dallas who claims he can get more fuel out of a MW pump than the 617 can handle. He seems to have spent many hours with one on the test stand.
If I had more time to devote to this I'd take one over to him. Afraid he may be retired before I get around to it.

If the price is right, you'll get a TON of people wanting one.

__________________
My Primary Driver - '85 300CD - 4-speed conversion, 2.47 rear, lowered, euro headlights, rebuilding (not restoring so much)

Wife's - '08 Saab Sportcombi Aero

Riding a '03 Yamaha Warrior

Dan,

Any chance you would like to provide his contact info, in case someone else in the area might want to pursue this?

__________________
-Brian

1983 300TD
1982 240D
1981 280TE

Getting more fuel out of the IP is not the question.
End of delivery is important to avoid black smoke. To allow the injected fuel to burn completely end of delivery has to be far enough away from TDC. The start of delivery is fix within a small range.
Looking at the principal of how these pumps work all additional fuel is added in sense of increased effective plunger stroke increasing the delivery time towards TDC (start of delivery is fix).

And all additional fuel must have additional air.

Tom

So, Then the delivery pressure needs to be increased??? How is this done without changing the cam or elements?

I'll see if I can find the contact info. I believe I have it on a note pad in the SD. I believe he quoted me $450 to do a MW pump.

Not necessarily. What needs to happen is that more fuel needs to be injected in a short amount of time. If the injection process takes too long fuel will be injected after it can't be effectively burned... That doesn't give you any power and just increases EGTs

If your Bosch guy is going to put 10mm elements in the MW you'll have more of a problem regulating idle than you will injecting the fuel too late!

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

I think 6 mm DVs and enlarged injectors is the way to go. The stock DVs may work if we can perfect the modification of the collar.

__________________
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'm on the prowl for some 10mm elements from a MW DT466.

I'm also looking for a spare MW pump. Looking for donations.

I'm going to try installing the elements, then some limited home testing. If it seems like a working unit; I'll have it put on the rack at an injection shop for testing, including delivery rate testing if they have it.

The only issue I can foresee is excessive fuel delivery, more than likely trying to drive this vehicle at under 60mph and NOT producing a black smokescreen will be a challenge. If anyone has suggestions on how to limit fuel delivery, spill it.

__________________
Vehicles:
2002 SLK 230
Gone but not forgotten:
1983 300D
1981 El Camino 'OILBRNR' - 6.2L diesel
OM617 powered '86 F150
1984 BMW 524td
2001 VW Beetle TDI
1994 Sunurban 4x4 6.5L diesel

Idling with out the engine running away may also be a problem

__________________
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

Thats what the intake shutter (2" ball valve on the turbo) is going to be for.

__________________
Vehicles:
2002 SLK 230
Gone but not forgotten:
1983 300D
1981 El Camino 'OILBRNR' - 6.2L diesel
OM617 powered '86 F150
1984 BMW 524td
2001 VW Beetle TDI
1994 Sunurban 4x4 6.5L diesel

I found a stateside shop