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#1
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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..
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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. |
#2
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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
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$60 OM617 Blank Exhaust Flanges $110 OM606 Blank Exhaust Flanges No merc at the moment |
#3
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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.
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1985 MBZ 300D (DD, 240k, unmuffled hellion!) 1982 MBZ 300D (372k, retired for parts) 1981 MBZ 300D (575k, parts pig) |
#4
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Did you read the whole thread or just the first post?
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$60 OM617 Blank Exhaust Flanges $110 OM606 Blank Exhaust Flanges No merc at the moment |
#5
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LOL.....
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#6
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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.
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$60 OM617 Blank Exhaust Flanges $110 OM606 Blank Exhaust Flanges No merc at the moment |
#7
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Quote:
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.
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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. |
#8
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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.
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http://superturbodiesel.com/images/sig.04.10.jpg 1995 E420 Schwarz 1995 E300 Weiss #1987 300D Sturmmachine #1991 300D Nearly Perfect #1994 E320 Cabriolet #1995 E320 Touring #1985 300D Sedan OBK #42 |
#9
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Hmmm...
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Check out my thread here, and look at post #50: Question for Doktor Bert |
#10
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Quote:
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#11
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Quote:
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http://superturbodiesel.com/images/sig.04.10.jpg 1995 E420 Schwarz 1995 E300 Weiss #1987 300D Sturmmachine #1991 300D Nearly Perfect #1994 E320 Cabriolet #1995 E320 Touring #1985 300D Sedan OBK #42 |
#12
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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.
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$60 OM617 Blank Exhaust Flanges $110 OM606 Blank Exhaust Flanges No merc at the moment |
#13
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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.
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http://superturbodiesel.com/images/sig.04.10.jpg 1995 E420 Schwarz 1995 E300 Weiss #1987 300D Sturmmachine #1991 300D Nearly Perfect #1994 E320 Cabriolet #1995 E320 Touring #1985 300D Sedan OBK #42 |
#14
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Yes!
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... |
#15
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Measuring cyl temps - bright idea
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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!! |
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