IP Timing Issues
 

I removed the IP some time ago as the beast stopped('76 115 300D).

It turned out to be the lift pump bolts had come loose so the IP was not getting any fuel.

I have installed and removed the IP quite a few times in an effort to time it right but it either flows a river or nothing at all at all pump positions when attempting to set up using the drip method.

Engine is at 24-25 degrees and have tried the pump shaft position with the marks lined up and at every other point of rotation in the pump to no avail.

Any suggestions?

You're on the right path. When the engine is set at 24° BTDC, the IP is rotated very slowly toward the engine, while maintaining pressure in the system via the primer, and the point where the flow stops (goes to 1 drop per second) is the point where you tighten the IP to the block.

You're passing right though the desired timing point because you're moving the IP too quickly through it.

Get someone to pump on the hand Primer while you do the rotation of the IP.
I am also assuming that the Injector Hard lines are all removed. It is too hard to control the IP rotation with them on.
On the Body of my IP I found a spot where I could fit the jaws a xlarge Cresent/Adjustable Wrench. This gave me about a 2 foot handle an It took barley and effort at all to rotate the IP a little bit at a time.

I was a little unclear in my post so I will see if this will clear it up - The #1 flows when the IP shaft is at a number of points in its revolution( of 5 I am guessing - 5 cylinders?) but I cannot seem to find the correct position to start from of those five.

The IP shaft seems to want to stop at a set point each time it is turned and I have no way of knowing which one to start with.

I am getting really good at disconecting the fuel feed lines to reposition the IP!!

Look at the crank damper and set the engine to 24°BTDC. Now look at the camshaft and check the lobes of #1. The lobes must be up and away from the cam followers. If the lobes are pointed downward and any valve is open, rotate the engine 360 degrees back to 24°BTDC.

Start there and see if the fuel flow will stop somewhere in the range of the IP.

If you want to you could re-read some of th the DIYs on Flow Timing the IP.
http://www.peachparts.com/Wikka/OM615OM616InjPumpTiming

http://www.peachparts.com/shopforum/showthread.php?t=142405

Have done all that many times now. Is there a mark on the pump and its shaft to indicate where the shaft shouuld be in relation to the pump to start off? As I mentioned above the pump has been totally removed from the engine and rotated so I need to know where the shaft should be.

If you look at the front of the IP and at the Plate that holds the front bearing you will find at about the 11:00 position (under ther upper left retaining screw) there is a small alingment mark (a small line chiseled in).
Locate on the IP drive gear the spot where 2 or three splines are missing forming a thin flat spot on the drive gear. Rotate that flat spot until it alines with the marke on the Plate that holds the Bearing.

Follow Brians instructions concerning the Crankshaft Damper marks and the compression stroke.

Stick the pump it without rotating it and at the same time try to get the 3 slots in the flange of the IP kind of centered to the bolt holes so there is room to rotate the IP later; if needed. Snug the Bolts a little.

Now you are ready to Flow Time.

Thanks fellas.

Will give it another go.

At this rate I will be able to enter the IP Removal Competition at the Gerrman Olympics I have done it so many times now!! heh heh.