So you are strictly looking at the volume of fuel that is expelled from each element under atmospheric pressure conditions?

I can say with confidence that you will not be excited by the results with you start the engine. The process of balancing the elements is all about averaging in reality. Unless the pressurized portions of the fuel delivery system are pressurized to the pressures that they will see while in operation, you will not be able to measure the operational differences (output) of each element, DV and Nozzle, in order to balance their outputs.

Factors that your current set up will not see, but will be a factor in actual operation are; Point of pressure generation (lift where signifagent pressure begins to be generated, this can be after the point where the fill port is covered as apposed to when it is actually covered depending on the quality and age of the element), element leakage as the injection pressure raises, DV displacement variations (affects out put), Nozzle internal capacity (coincides with the DV).

Because the actual operating pressures are higher at higher speeds and high outputs, the elements can be way off at high delivery rates, but dead on at idle rates, good at idle speed, but differ at high speed.

I hesitated to point this out, because I do not want to sound like a jerk. It is just that I have done this before, and am currently building a new calibration machine to do MW pumps, so when I saw how nice of a job you have done with your machine, I felt compelled to see if you had just not gotten to the other parts yet.

There is no way around it, you have to recreate the entire injection system to effectively balance the elements. There are special Master Injectors that are very precise in flow and Pop pressure, but in a pinch you could use some very good regular injectors, you would have to identify the output difference of each one though, and factor that into the indicated output accordingly.

The difference of each injector can be determined by using one element, (at the same rack setting for each series of tests), and one at a time, see what each injector puts out at different speeds, but always at the same rack setting for each one. This should be done at a low output and high output rack settings. Ideally each injector should put out the same amount of fuel, but they will not.

Once each injector has been documented, the amount of delivery that needs to be added or subtracted for each injector can be factored into the actual indicated element output, essentially take the injectors out of the equation, and allow you to balance the differences in the elements and DVs instead of the differences in the injectors.

I hope I have not come off as a “you are wrong” guy. I am impressed with what you have done so far.

I hear what you're saying. I plan on this being a learning experience and I'll try to share everything - success or failure!

__________________
-Evan


Benz Fleet:
1968 UNIMOG 404.114
1998 E300
2008 E63


Non-Benz Fleet:
1992 Aerostar
1993 MR2
2000 F250