i am wondering if a bench tester can be built relatively cheap. i mean all that i can think it does is makes sure the same volume of fuel is pumped right?

hook an IP up to a motor of some sort that can get up to 5500 rpm have hardlines go into 5 or 6 graduated cylinders. run em and adjust as needed.

__________________
-Trevor

OBK #12
1980 300SD 333,XXX miles - Totaled
1986 Mazda RX-7 212,XXX miles - impounded and auctioned off
2005 Jeep Liberty CRD Limited 33,000- SEGR, Provent, Fumoto

You would need some sort of mechanism to gauge the quantity and timings of delivery. I would imagine that large machine would not longer be needed in todays digital world.

__________________
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

You would need some way to drive the sprocket and keep the pump lubricated.

Are flow specs vs rpm and throttle position provided in the manual?

Sixto
93 300SD 3.0 - comatose

pump diesel.. don't know about the manual... i was just thinking on the way to adjusting my valves of a way that it might be able to be done inexpensively.

__________________
-Trevor

OBK #12
1980 300SD 333,XXX miles - Totaled
1986 Mazda RX-7 212,XXX miles - impounded and auctioned off
2005 Jeep Liberty CRD Limited 33,000- SEGR, Provent, Fumoto

It's not that simple. These machines count rotations (Pumping action) exactly, fine RPM control, measure delivery volume in cubic millimeters, among other things. They also take quite ALOT of power to run, most of them specify 440volt power to operate. There are plenty of very good reasons why they cost as much as a house.

Don't forget, the IP turns the same rate as the cam (1/2 crank speed) so our IP may only see a maximum speed of about 2,750rpm if you take the engine to redline without a load.

Gus Pfister at Pacific Fuel Injection in South San Francisco, CA has a good reputation. Your car will probably be down for 7-10 days since he doesn't have an exchange service.

http://www.bayarea02.com/features/pfister-interview/index.html

Sixto
93 300SD 3.0 - comatose

http://www.boschservice.com/ServiceLocations/ImageMapResults/ImageMapResults.htm?st=NY&typ=DC&cntry=USA

Is D&W the local Bosch shop you contacted?

Pacific FI isn't on the list

Sixto
93 300SD 3.0 - comatose

I never had a "Certified" Bosch FI shop claim that they did not have the "special" tools required to do any job.....

Don't expect them to remove and reinstall the FIP.....you and/or your mechanic have to do that part.....and you just take the FIP to the shop.....in my experience they will most probably have a rebuilt and calibrated FIP ready to go, and just take your pump in lieu of a core charge.....I realize that these cars are getting older, but the Diesel Shop that I use is no longer Bosch "certified" because of the Bosch requirement to have all of the necessary equipment to service all of their line.....the computerized components on the newer stuff was the issue there.....but they still have a couple of MB FIP's on their shelves.......

SB

__________________

Diesels:
'85 300D, "Max, Blue Benz", 155K, 27.0 MPG
'84 190D 2.2, "Eva, Brown Benz", 142K, 40.2 MPG
'77 240D (parts car)
'67 Eicher ES 202 Tractor "Otto" (2cyl, Air Cooled, 30HP)
Gassers:
'94 Ford F-150, "Henry", 170K (300 Six) 17.5 MPG
'85 190E 2.3, 148K....Parts Car
'58 Dodge W300M Powerwagon (Flat Fenders) Less than 10 MPG

You can do the same thing by just calling Phil, he sent me one in the overnight mail and I had my indy install it the next day, no problem.

Here's a crude DIY IP tester...

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