It depends on what you mean by flexibility.

When you think space cams, think total Torque, not Total HP. As you know, HP is total power, TQ is measurement of how much power is made with each RPM or stroke. Make peak TQ at a higher rpm and you make more HP (TQ x RPM)/5252= HP.

My chipped 3.2 makes its total peak at about 5200rpm.

It needs the most fuel per stroke at TQ peak of 5200rpm.

At 2500rpm it is making 80% of its peak TQ and needs 80% of the fuel deliver per stroke at that point as it dose at peak TQ.

At 6200rpm it makes peak HP. At peak HP it is pulling 95% of peak TQ. Thus, it needs about 5% less fuel at peak HP as it dose at peak TQ.

Supprisingly not big differences in fuel delivery per stroke at different WOT RPM points. Most space cams can be adjusted to accommodate this w/o much issue. However, that dose not mean they will run very well at part throttle and idle.

Looking at it differently, say we had a pump that would support zero / idle to 200 ft lbs of TQ.

Lets say we put it with a motor that is has RV cams and architecture to make peak HP at 5500rpm at 95% of peak TQ. 190# TQ at 5500rpm is 199 hp.

Then we build another motor that has the cams and arcititecture to make peak hp at 7250 rpm. 190# at that rpm is 262hp.

Both motors pull 200# of peak HP but one makes 199HP and the other 262hp.

Could you use the same pump. Probably if you adjusted the space cam weights so they advance to deliver its peak fuel at each motors peak TQ points using different springs and weights adjusted to fit.

However, if you start to build a 3.6 mfi that will pull 250# of peak TQ. Will the above space cam work? You might be able to adjust it to fuel peak TQ but your idle is going to be very fat.

Thus, maybe we could build several basic space cams. 0 to 200# for typically a 3 liter motor, 0 to 225# for a 3.3 liter motor, and 0 to 250# for a 3.6 liter motor. Then adjust the space cam to put the peak delivery at each motors peak TQ by using differerent springs & weights adjusted to fit the motor.

With just a representitive TQ curve from a simmilar motor we should have enough information to set up a pump. Then the rack coud be field adjusted to get things near ideal.

Not an expert, just my thoughts. :)

How available are the RS space cams? Do you think there is a market for a clone of the Bosch cam? I would like to get a trashed one and run a material analysis and check the hardness and reverse engineer it.

Gary, Guss at Pacific Fuel Injection still has NOS one's @ $750.

Mark - if you don't mind me asking, could you tell us what you do for a living, or where you learned your fabrication skills (mad skillz says my kid!). I have to believe that your work as described here is exceptional.

Has Henry seen this thread???

daepp, Retired Fire Chief, but still run a Radio Communications Business that I started in 1988. I sell and service Public Safety radio communications equipment for the county. But 1/2 of the day I'm working on Porsche engines or transmissions and of course MFI pumps. Fabrication skills are "learn as I go".
Right now I'm trying to get all the tools made up for setting up the MFI pumps before they start the delivery tests.

Well, a few of you were right about my 1/3hp motor. Has a very hard time getting to 3000rpm at full load and I need to get up to 4000rpm on some of the tests. So I'm looking for a 1HP motor that will fit the same mounting holes. LOL on having it fit the same holes. Also, it's a little harder translating German from the Bosch PED 6 KL manual. I still don't really know if I have the "c" setting right, I think I do. Getting very familiar with setting these pumps up.

Can it be wired to 220v?

Hi Milt, Actually it is a 220 volt motor, but when connected up to the 110 volt variable speed control device it's now being controlled by changes of frequency and voltage to the windings of the 220 motor. This is how it's able to run from 0 rpm up to 4000 rpm and also able to program the standing start speed it milliseconds. I have located a 1 HP motor and will swap them out next week.
In the mean time; the #4 injector/piston stopped working on the pump I've been testing for the last few days. I mean the pump was working fine for all these tests then just like that, #4 is not flowing. I will be removing that assembly tonight and see what happened.

Mark,

I will be interested to hear of your findings on that #4 injector piston. I had the exact same thing happen to me (same piston even) during a track event a few years ago. It was difficult to diagnose on the spot, as the symptoms were a dead cylinder and none of the usual suspects indicated any problem. After verifying spark in all cylinders, I began pulling each fuel line in succession and putting them into a jar. The dry hole finally showed itself, and disassembly of the pump was required. Oddly, what I found, was a BROKEN piston in that #4 spot. A piece had broken off of the piston and the piston was "seized" in its cylinder, preventing any fuel from being delivered to that injector. Gus at Pacific ended up fixing mine, but I never did discover root cause for the broken piston.

Let us know what you find.

Thanks,

JA

I would think Herr Sattleburger, Bosch of Nurnenburg Germany, the gentleman that purchased all the MFI machines, testing machines, parts (the NOS RS space cams that Gus has...came from him) from Porsche back in the 1990's can help you on the test amd measure of the MFI pump. I stood next to his lead mechanic for 4 hours and watched him rebuild, test and dial in my 013 pump to factory specs.
Just google Bosch of Nurnenburg and click around until you see where they rebuild diesel and gas pumps. If you can't fine it...PM me and I'll dig out my receipt of work and pull off the telephone number. He speaks english...likes the US Army Soldier, thus giving me a great discount!
Just thought I could offer some help.
Vr,
Bavaria911

John, very interesting. Never heard of a broken piston happening before, but I guess anything can happen. I will let you know what I find.
Scott, Thanks for that information. I will pm you.

Mark - re #4

Not sure of the lubricating properties of Stoddard sovelnt vs fuel vs Shell calibration fluid....but I've heard many of the MB guys add ATF to their fuel systems to maintain lubrication and reduce gum buildup.

Hope you only encounter gum when you look into #4 !!!!!
Sent you a PM on "c"

Regards
John

This is a fascinating thread!

Mark, On the weekend, for no very good reason, (it was cheap), I picked up an Alfa Romeo Montreal engine-all four cams, dry sump, mechanically injected, eight cylinders if it. If you want to check an eight cylinder pump......:)

John, Very good point about the Stoddard solvent. I did not think about the lubricating properties. I was only looking at the Specific Gravity spec. of 0.70 to 0.80 so it would be the same as gasoline. This could be the reason #4 hung up for one of the tests. Lack of proper lubricates. I could not find a source for the Shell Test Solvent. Also, did not get your PM.
David, I'm only set up for 6 cylinders and would have no way of mounting it, but thanks.
Would like to see a picture of that pump.

Dimension "c"
 

Based on my interpretation of the test procedure (and my German is very limited !!) I think you're trying to achieve 2 ends with the compensation circuit.

Firstly, to set the correct RELATIONSHIP between the compensation components and their transmission to the main rack.

Secondly, to "LOCK OUT" the compensation mechanism so that it does not interfere with the rest of the calibration procedure. The target condition being "warmed up" 53°C (dimension "f" = 23mm) and 1 bar.

For the thermostat.... use the first 23mm tool in place of the thermostat, and then set the second tool (top screw and plate) to maintain the 23mm position when the main cover and thermostat (first tool) is removed. At this time, the "end point" for the thermostat compensation mechanism is also set by adjusting the hex nut at the bottom of the plunger (PED Section 4.2, Page 6, Figure 6, Item 10)

for the barometric cell.... I cannot find any reference to a fixed length at "1 bar" - only to its rate of expension = 0.58mm/100mmHg. This is where the RELATIONSHIP is important. My understanding is that with the thermostat at 23mm, and exactly 1 bar of pressure, the relationship between the components is established by dimension "c".

So at any KNOWN PRESSURE, a calc is performed to establish the necessary shimming of the baro cell (PES Page 12, Section 4.16,17, Figure 28,29).

So, in terms of locking out the influence of the baro cell, you have 2 options....always test at exactly 1 bar of ambient pressure (impractical), or replace the baro cell with a simple screw which can be locked to maintain the relationship (re dim "C") for the duration of the test/cal procedure.

Mark - this is my interpretation of the test procedure, and I'm happy to stand corrected !!

Let's know how you get on
John

Dimension "c"
 

John, Your interpretation is perfect. I just figured out why my measurements were a little off. Also not understanding German, you pointed out the "hex nut at the bottom of the plunger" that's the area were I can make the fine adjustment to get the "c" measurement right on. I couldn't really see that in my manual, thanks. It's a lot of work to make sure the pump is ready for the flow tests. I have 8 pumps and most of them I found only require the set up of the "f" and the barometric cell 1 bar adjustment, and the "c" is usually right on. I really need to come up with a better tool for the "c" measurement. That's a real pain to check for .8mm between those the two points.

Mark - I think you need to adjust "C" using the shims under the baro cell - the plunger hex nut locks the warm up end point.

To get the shimming right, you need to know the ambient air pressure and do the calcs & shim adjustment to deliver the correct "C"

Regards
John

Hey guys,
Bosch Koller&Schwemmer ( http://www.koller.de/index.en,195,51324660273781207206152433939315.html ) is very good but, they are known not only for Porsche MFI but all older inj systems and, as such, they are very busy which = not exactly cheap. I'd love an alternative as the cost has stopped me from doing more (I've had a complete 2.4 MFI system laying around for years...).

If you need any help w/translations, scan and post the sections here and I'll do it (small part of what I do professionally).

Then again, maybe I can exchange services w/Koller&Schwemmer - their English site is... not quite perfect :rolleyes:

Please, not 5 pages at a time, though, for the translation.

John, Thank you for that information. I figured that out real quick. I have spent a few days on my tool fabrications for checking the "c" measurement. Very easy and accurate to do now. All tests are done at 1 bar, and then after the testing is complete, the barometric pressure at the time is recorded and then appropriate shims are measured and installed under the baro cell. I did this yesterday on one pump when the pressure was at 29.92 (lucky me) for a few hours here in Seal Rock, OR which is at sea level. This made it real easy.
Steve, Thank you for the link to "Koller & Schwemmer". Right now I'm having the German Manual translated to English. First, just some of the important sections now, because it will take about a month or two to get the complete manual translated.