Parts Catalog Accessories Catalog How To Articles Tech Forums
Call Pelican Parts at 888-280-7799
Shopping Cart Cart | Project List | Order Status | Help




Go Back   PeachParts Mercedes-Benz Forum > Mercedes-Benz Tech Information and Support > Diesel Discussion > Diesel Performance Tuning

Reply
 
LinkBack Thread Tools Display Modes
  #1  
Old 11-13-2013, 06:46 PM
Registered User
 
Join Date: Sep 2012
Posts: 204
IP Adjustment

I read awhile back and someone posted a photo of an IP identifying the different function and location. What kind of adjustment one can make in the IP for additional performance: Main gov. spring or the torque control..
__________________
1984 300D, 1972 LT1 Corvette, 2014 Artic White 3LT/Z51 C7, 2013 650i Convertible BMW, 1994 Kawasaki Vulcan, 1992 Yamaha Seca II and 1996 Dodge Ram 2500.
Reply With Quote
  #2  
Old 11-13-2013, 09:32 PM
Simpler=Better's Avatar
Ham Shanker
 
Join Date: May 2008
Location: Baltimore, MD
Posts: 2,532
Buy an EGT gauge (auber instruments is a cheap source) and come to teh dark side:
IP Full Load Adjustment Procedure for the MW and M pumps
__________________
$60 OM617 Blank Exhaust Flanges
$110 OM606 Blank Exhaust Flanges
No merc at the moment
Reply With Quote
  #3  
Old 11-14-2013, 08:49 AM
Lurker Since 2006
 
Join Date: Jun 2006
Location: Apalachicola Natl Forest, FL
Posts: 87
I hate that thread over on superturbo. It describes a process for adjusting the M pump, but only shows a partially labelled picture and description for the MW.

Wish more folks would tinker with the MW and post up howto's like has been done with the M.
__________________
1985 MBZ 300D (DD, 240k, unmuffled hellion!)
1982 MBZ 300D (372k, retired for parts)
Reply With Quote
  #4  
Old 11-14-2013, 10:47 AM
Simpler=Better's Avatar
Ham Shanker
 
Join Date: May 2008
Location: Baltimore, MD
Posts: 2,532
Quote:
Originally Posted by RavenTBK View Post
I hate that thread over on superturbo. It describes a process for adjusting the M pump, but only shows a partially labelled picture and description for the MW.

Wish more folks would tinker with the MW and post up howto's like has been done with the M.
Did you read the whole thread or just the first post?
__________________
$60 OM617 Blank Exhaust Flanges
$110 OM606 Blank Exhaust Flanges
No merc at the moment
Reply With Quote
  #5  
Old 11-14-2013, 10:23 PM
10mm MW
 
Join Date: Sep 2008
Location: Michigan
Posts: 712
Quote:
Originally Posted by RavenTBK View Post
Wish more folks would tinker with the MW and post up howto's like has been done with the M.
LOL.....
Reply With Quote
  #6  
Old 11-15-2013, 11:06 AM
Simpler=Better's Avatar
Ham Shanker
 
Join Date: May 2008
Location: Baltimore, MD
Posts: 2,532
Quote:
Originally Posted by OM616 View Post
LOL.....
Says the resident MW guru.

FYI...search for OM616's threads and you will find everything you need. Just takes a bit of reading to wrap your head around the pump's mechanical brain.
__________________
$60 OM617 Blank Exhaust Flanges
$110 OM606 Blank Exhaust Flanges
No merc at the moment
Reply With Quote
  #7  
Old 11-15-2013, 06:09 PM
Registered User
 
Join Date: Sep 2012
Posts: 204
Quote:
Originally Posted by Simpler=Better View Post
Buy an EGT gauge (auber instruments is a cheap source) and come to teh dark side:
IP Full Load Adjustment Procedure for the MW and M pumps

Thank you... thank you... I finally got the trans linkages adjusted to shift smooth and accel the right time. MPG went up, after briefly reading that post. I am ready to dive in. On with the MADNESS.
__________________
1984 300D, 1972 LT1 Corvette, 2014 Artic White 3LT/Z51 C7, 2013 650i Convertible BMW, 1994 Kawasaki Vulcan, 1992 Yamaha Seca II and 1996 Dodge Ram 2500.
Reply With Quote
  #8  
Old 11-20-2013, 04:44 PM
winmutt's Avatar
85 300D 4spd+tow+h4
 
Join Date: Apr 2006
Location: Atl Gawga
Posts: 9,331
The back end of the pump isnt nearly exciting as the top end... There are modest gains at the back. Turning the delivery valve holds is where the real money is at, but will make care idle like crap.
__________________
http://superturbodiesel.com/images/sig.04.10.jpg
1987 300D Sturmmachine
1991 300D Nearly Perfect
1994 E320 Cabriolet
1995 E320 Touring
2001 Eurovan FOR SALE
1985 300D car, sold and missed.
OBK #42
Reply With Quote
  #9  
Old 11-21-2013, 09:20 AM
Registered User
 
Join Date: Dec 2012
Location: Albuquerque, NM
Posts: 173
Hmmm...

Quote:
Originally Posted by winmutt View Post
The back end of the pump isnt nearly exciting as the top end... There are modest gains at the back. Turning the delivery valve holds is where the real money is at, but will make care idle like crap.
I humbly beg to differ. I have adjusted my MW pump according to the excellent documents submitted by our fellow poster OM616, and I am fueling more than my highly modded turbo can handle already. I have also tried adjusting the DV holders on top of the IP - using the millivolt method, but I don't think this is the best way to improve power.

Check out my thread here, and look at post #50:
Question for Doktor Bert
Reply With Quote
  #10  
Old 11-21-2013, 11:02 AM
10mm MW
 
Join Date: Sep 2008
Location: Michigan
Posts: 712
Quote:
Originally Posted by kestreltom View Post
I humbly beg to differ. I have adjusted my MW pump according to the excellent documents submitted by our fellow poster OM616, and I am fueling more than my highly modded turbo can handle already. I have also tried adjusting the DV holders on top of the IP - using the millivolt method, but I don't think this is the best way to improve power.
I am glad to hear that the people are benefiting from the Doc.
Reply With Quote
  #11  
Old 11-21-2013, 12:40 PM
winmutt's Avatar
85 300D 4spd+tow+h4
 
Join Date: Apr 2006
Location: Atl Gawga
Posts: 9,331
Quote:
Originally Posted by kestreltom View Post
I humbly beg to differ. I have adjusted my MW pump according to the excellent documents submitted by our fellow poster OM616, and I am fueling more than my highly modded turbo can handle already. I have also tried adjusting the DV holders on top of the IP - using the millivolt method, but I don't think this is the best way to improve power.

Check out my thread here, and look at post #50:
Question for Doktor Bert
I guess everyone has their own experience. mV method is fraught with issues as GP is a poor thermocouple. Unless of cours you are using a REAL thermocouple and sticking it in the GP hole.
__________________
http://superturbodiesel.com/images/sig.04.10.jpg
1987 300D Sturmmachine
1991 300D Nearly Perfect
1994 E320 Cabriolet
1995 E320 Touring
2001 Eurovan FOR SALE
1985 300D car, sold and missed.
OBK #42
Reply With Quote
  #12  
Old 11-21-2013, 12:52 PM
Simpler=Better's Avatar
Ham Shanker
 
Join Date: May 2008
Location: Baltimore, MD
Posts: 2,532
Quote:
Originally Posted by winmutt View Post
I guess everyone has their own experience. mV method is fraught with issues as GP is a poor thermocouple. Unless of cours you are using a REAL thermocouple and sticking it in the GP hole.
Supposedly a friend of a friend makes thermocouples for custom lab applications. Would you basically make a dummy GP with a thermocouple at the end? We might be able to make this happen.
__________________
$60 OM617 Blank Exhaust Flanges
$110 OM606 Blank Exhaust Flanges
No merc at the moment
Reply With Quote
  #13  
Old 11-21-2013, 05:32 PM
winmutt's Avatar
85 300D 4spd+tow+h4
 
Join Date: Apr 2006
Location: Atl Gawga
Posts: 9,331
Quote:
Originally Posted by Simpler=Better View Post
Supposedly a friend of a friend makes thermocouples for custom lab applications. Would you basically make a dummy GP with a thermocouple at the end? We might be able to make this happen.
That would be pretty awesome I always thought the MV method had some real cool applications but was too inaccurate. Measuring cyl temp at idle and WOT would just be way cool.
__________________
http://superturbodiesel.com/images/sig.04.10.jpg
1987 300D Sturmmachine
1991 300D Nearly Perfect
1994 E320 Cabriolet
1995 E320 Touring
2001 Eurovan FOR SALE
1985 300D car, sold and missed.
OBK #42
Reply With Quote
  #14  
Old 11-22-2013, 09:50 AM
Registered User
 
Join Date: Dec 2012
Location: Albuquerque, NM
Posts: 173
Yes!

Quote:
Originally Posted by OM616 View Post
I am glad to hear that the people are benefiting from the Doc.
OM616 - you are one of the MBZ gurus in my estimation. Adjusting the MW governor was not something I was willing to do until I saw your careful documentation - Thank you!!

Also, as you mentioned, by reaming the prechamber holes I was able to advance the IP timing to the point where I ran out of adjustment room on the IP mount. Low end torque is much improved, and cold starting is unaffected.

Now I am thinking about lowering the injector pop pressures 2-300 psi to facilitate getting a bigger shot of fuel into the engine sooner. I wonder if anyone has ever tested this idea...
Reply With Quote
  #15  
Old 11-22-2013, 10:19 AM
Registered User
 
Join Date: Dec 2012
Location: Albuquerque, NM
Posts: 173
Lightbulb Measuring cyl temps - bright idea

Quote:
Originally Posted by winmutt View Post
That would be pretty awesome I always thought the MV method had some real cool applications but was too inaccurate. Measuring cyl temp at idle and WOT would just be way cool.
That's the right idea!

It struck me that if you could compare all the cylinder mV readings quickly while driving under different conditions, then that would be useful!
You can utilize the thermocouple inputs on a cheap Harbor Freight multimeter to get a very responsive 3 figure reading from the glowplugs for comparing to the other cylinders (it doesn't matter whether it is a true reading here...) Here is what I was planning on doing, but someone else could beat me to it:

I bought a cheap HF multimeter with a thermocouple input, a spare glowplug multi pin socket off the drivers side fender mount at U-Pull, and a 5-way rotary switch that I got from the local surplus store.
I planned to wire the glowplug socket via a multi-lead cable to the rotary switch - with labelled detents according to which cyl is being measured, then wire the center tap of the rotary switch to the thermocouple input on the HF meter.

This way you can start your car normally, and warm it up - then while it is running, unplug the glowplug multi connector from the controller, and plug it into your modified harness which is routed into the passenger's compartment where you have an assistant with the meter and the rotary switch. Then go drive the car and compare the cylinder readings under different loads (with a steady foot on the throttle)

I know what you are going to say - too much work!!
Reply With Quote
Reply

Bookmarks

Thread Tools
Display Modes

Posting Rules
You may not post new threads
You may not post replies
You may not post attachments
You may not edit your posts

BB code is On
Smilies are On
[IMG] code is On
HTML code is On
Trackbacks are On
Pingbacks are On
Refbacks are On




All times are GMT -4. The time now is 08:22 PM.


Powered by vBulletin® Version 3.8.7
Copyright ©2000 - 2019, vBulletin Solutions, Inc.
Search Engine Optimization by vBSEO 3.6.0
Copyright 2018 Pelican Parts, LLC - Posts may be archived for display on the Peach Parts or Pelican Parts Website -    DMCA Registered Agent Contact Page