Genius. I love when math is applied to engine function. Thank you. As an ex-engineer, this video blows away everyone else’s on the subject on the net and helps a lot! 🙌
Finally a proper and easy to understand explanation. As an owner and learning enthusiast of KE Jet Mercedes cars, I find this system nothing short of mathematical genius. Amazing. Thank You so much!
Thx for your video, very interesting about Bosch historical information ! isn’t it possible to calibrate by juste measuring the volume of fuel of each cylinder during an amount of time and calculate the flow (at different level of the plunger) ? It will be cheaper (but longer) then expensive flow meter ? But perhaps it is not accurate enough.
The plunger on my 230E k-jet has a clip to retain it. The clip simply bends to stop the plunger dropping out so theres no freeplay in the venturi plate. There doesnt seem to be anyway to set the resting position of the plunger.
Interesting what you say about the necessity to rebalance the ports after a rebuild. Makes me wonder how many of the rebuild companies actually do this.
Hi, i really love your videos because they have contain much useful information that you cant find elsewhere! Do you by any chance have the flow values for this? (I already tried finding information on this but without luck) And maybe a recommendation for the flow measuring device? I have a M103 that i tested and (if broken) replaced everything (including every sensor, eha, resealed the fuel distributor, injectors, seals, rubbers, even the caps on the ecu, etc....) but i just cant get it to run right (High fuel consumption (over 20L/KM) and under certain loads high pitched vibration on the gas pedal). I also measured the pressures and adjusted the duty cycle. I also measured the differences in flow between each cylinder but they are pretty even (~3-4%). I even bought a wideband lambda tool but under full load a weird symptom is showing -> It starts at like Lambda ~0.92 at 2000rpm and ends up at ~0.77 at 5500rpm, so way too rich. Maybe you know a way to make that curve flatter? Maybe with these adjustment screws? Many thanks in advance from germany!
@@Player-jz1bf I would adjust the mixture to 0.5 to 1 % CO on exhaust rather than the duty cycle. CO is adjusted at idle rpm then let it idle for about 30 seconds then rev up to 3000 rpm and watch CO - should fall below CO at idle. Then rev down to idle and let idle for a minute or two. CO should go back to the previous idle CO. Repeat this a few times until CO returns to same idle CO You may have to tweak the mixture adjust a little bit during this process
Hi Peter. I have a used fuel distributor I just got off eBay. The plunger is sticky. What would you recommend to use to unstick it? I plan on putting this one on my car to see if it works. Thanks
@@georgesand4629 basically anything what dissolves dried / crystallized ethanol. Diesel, carburetor cleaner, citric acid, painter thinner etc Make sure you disassemble the FD first correctly and remove all rubber O rings otherwise they will swell and lock everything in place. There are several videos on UA-cam showing how to rebuild these units. I prefer citric acid in combination with a ultrasonic cleaner as this yields the best results Peter
très intéressant ; vous faites remarquer que l’ enfoncement du plateau débitmètre n ‘entraîne pas une montée linéaire proportionnelle du piston mais et tracerait une courbe quasi logarithmique ( du fait de la position relative du pivot) et de l’importance de réglages fins et idéalement de pouvoir disposer d'instruments de mesure très précis et trop onéreux pour l'amateur , investissement qui ne pourrait être amorti que par un professionnel spécialiste qui réglerait beaucoup de distributeurs doseurs Ma réflexion ( sous pression constante et non modulation de la contre-pression en chambre basse par le EHA) on recherche, or enrichissement en accélération, à avoir le rapport stœchiométrique idéal (de 14,7 avec de l’essence non coupée à l’éthanol) qui serait obtenu par une montée proportionnelle du débit essence par rapport au débit massique d’air on conçoit aisément que la montée du piston doseur ouvre graduellement le passage par des hautes fenêtres très étroites vers chaque injecteur en ouvrant le débit essence proportionnellement à sa montée, or vous constatez que l’enfoncement du plateau débitmètre n ‘entraîne pas une montée linéaire proportionnelle du piston mais et tracerait une courbe quasi logarithmique donc la fonction déplacement plateau montée piston n’est pas linéaire je pense qu’il conviendrait de considérer la réponse globale du système car l enfoncement du plateau n’est sans doute pas une fonction linéaire par rapport au du débit massique d’air aspiré cela étant aussi modulé par la forme 3 D certainement bien calculée du venturi constitué par l’entonnoir en aluminium et le sabot caoutchouté pour que mathématiquement ces deux fonctions en cascade donnent une réponse linéarisée, débit massique d’air / débit carburant. il faudrait pour analyser la réponse en sortie de tout l ensemble débitmètre , avoir une soufflerie et des instruments de mesure précis capables de donner débit massique air aspiré et montée piston ( donc débit carburant)
Hi Peter. I rebuilt mine and discovered the internal filter where the barrel plunger sits has a hole in it. I couldn’t find a replacement for that. Next when I was putting the springs and discs the divider tipped over and they all got mixed up from their original locations. I did remove the hex screws for cleaning but didn’t mess with the flow rates. Is it game over since all the springs and cups aren’t in their original locations?
No, that is not really that big of deal. The flow rate will slightly vary after a rebuilt anyway because of the new o-rings and gasket. I used my eBay bought flowmeter to adjust Clay’s FD after rebuild. This approach worked so well that his engine started right away after just about 2 seconds of cranking and has run ever since
Genius. I love when math is applied to engine function. Thank you. As an ex-engineer, this video blows away everyone else’s on the subject on the net and helps a lot! 🙌
Finally a proper and easy to understand explanation. As an owner and learning enthusiast of KE Jet Mercedes cars, I find this system nothing short of mathematical genius. Amazing. Thank You so much!
Thank You for such a fantastically informative video.
The Bosch German engineers who designed this system were so far ahead of their time.
excellent video, and I'm really looking forward to the finished calibration equipment and its operation!
Truly terrific video. Thank you for sharing your invaluable knowledge!
Great video, very interesting good luck with project. 🍀
They make calibration fluids used for fuel system testing without all the dangers
Thx for your video, very interesting about Bosch historical information ! isn’t it possible to calibrate by juste measuring the volume of fuel of each cylinder during an amount of time and calculate the flow (at different level of the plunger) ? It will be cheaper (but longer) then expensive flow meter ? But perhaps it is not accurate enough.
The plunger on my 230E k-jet has a clip to retain it. The clip simply bends to stop the plunger dropping out so theres no freeplay in the venturi plate. There doesnt seem to be anyway to set the resting position of the plunger.
Interesting what you say about the necessity to rebalance the ports after a rebuild. Makes me wonder how many of the rebuild companies actually do this.
Most off them do if they have the equipment
Hi, i really love your videos because they have contain much useful information that you cant find elsewhere!
Do you by any chance have the flow values for this? (I already tried finding information on this but without luck) And maybe a recommendation for the flow measuring device?
I have a M103 that i tested and (if broken) replaced everything (including every sensor, eha, resealed the fuel distributor, injectors, seals, rubbers, even the caps on the ecu, etc....) but i just cant get it to run right (High fuel consumption (over 20L/KM) and under certain loads high pitched vibration on the gas pedal).
I also measured the pressures and adjusted the duty cycle. I also measured the differences in flow between each cylinder but they are pretty even (~3-4%).
I even bought a wideband lambda tool but under full load a weird symptom is showing -> It starts at like Lambda ~0.92 at 2000rpm and ends up at ~0.77 at 5500rpm, so way too rich. Maybe you know a way to make that curve flatter? Maybe with these adjustment screws?
Many thanks in advance from germany!
@@Player-jz1bf I would adjust the mixture to 0.5 to 1 % CO on exhaust rather than the duty cycle.
CO is adjusted at idle rpm then let it idle for about 30 seconds then rev up to 3000 rpm and watch CO - should fall below CO at idle.
Then rev down to idle and let idle for a minute or two. CO should go back to the previous idle CO.
Repeat this a few times until CO returns to same idle CO
You may have to tweak the mixture adjust a little bit during this process
coil, change if original.
hello sir what ratio of citric acid to water should be used to clean a fuel divider in an ultrasonic cleaner?
You need to use distilled water. Mix to a ph of 3 to 4
I have used it with a ph 2.5 without damaging parts
Hi Peter. I have a used fuel distributor I just got off eBay. The plunger is sticky. What would you recommend to use to unstick it? I plan on putting this one on my car to see if it works. Thanks
If plunger is sticky then the internals are gummed up.
This means full rebuild with citric acid wash of all metal parts
Peter
@@inovahightechltd I don’t have citric acid. Is it safe to use WD-40? Gasoline, Kerosene?
@@georgesand4629 are you going to take the FD apart?
@@georgesand4629 basically anything what dissolves dried / crystallized ethanol.
Diesel, carburetor cleaner, citric acid, painter thinner etc
Make sure you disassemble the FD first correctly and remove all rubber O rings otherwise they will swell and lock everything in place.
There are several videos on UA-cam showing how to rebuild these units.
I prefer citric acid in combination with a ultrasonic cleaner as this yields the best results
Peter
@@inovahightechltd I don’t plan on taking it apart yet. If I can somehow get it to work by soaking it. If it doesn’t work I’ll rebuild it.
tengo un 500sl mercedes o un r129 8 cilindros, vueltas de regulacion de combustible en la recamara inferior del distribuidor por fabor
Google can not translate your comment for it to make sense so I cannot answer your question because I don’t understand your question
Why design something so hard to set up
It’s easy to setup in a manufacturing environment and in large quantities
très intéressant ; vous faites remarquer que l’ enfoncement du plateau débitmètre n ‘entraîne pas une montée linéaire proportionnelle du piston mais et tracerait une courbe quasi logarithmique ( du fait de la position relative du pivot) et de l’importance de réglages fins et idéalement de pouvoir disposer d'instruments de mesure très précis et trop onéreux pour l'amateur , investissement qui ne pourrait être amorti que par un professionnel spécialiste qui réglerait beaucoup de distributeurs doseurs
Ma réflexion ( sous pression constante et non modulation de la contre-pression en chambre basse par le EHA) on recherche, or enrichissement en accélération, à avoir le rapport stœchiométrique idéal (de 14,7 avec de l’essence non coupée à l’éthanol) qui serait obtenu par une montée proportionnelle du débit essence par rapport au débit massique d’air
on conçoit aisément que la montée du piston doseur ouvre graduellement le passage par des hautes fenêtres très étroites vers chaque injecteur en ouvrant le débit essence proportionnellement à sa montée,
or vous constatez que l’enfoncement du plateau débitmètre n ‘entraîne pas une montée linéaire proportionnelle du piston mais et tracerait une courbe quasi logarithmique
donc la fonction déplacement plateau montée piston n’est pas linéaire
je pense qu’il conviendrait de considérer la réponse globale du système
car l enfoncement du plateau n’est sans doute pas une fonction linéaire par rapport au du débit massique d’air aspiré cela étant aussi modulé par la forme 3 D certainement bien calculée du venturi constitué par l’entonnoir en aluminium et le sabot caoutchouté pour que mathématiquement ces deux fonctions en cascade donnent une réponse linéarisée, débit massique d’air / débit carburant. il faudrait pour analyser la réponse en sortie de tout l ensemble débitmètre , avoir une soufflerie et des instruments de mesure précis capables de donner débit massique air aspiré et montée piston ( donc débit carburant)
Hi Peter. I rebuilt mine and discovered the internal filter where the barrel plunger sits has a hole in it. I couldn’t find a replacement for that. Next when I was putting the springs and discs the divider tipped over and they all got mixed up from their original locations. I did remove the hex screws for cleaning but didn’t mess with the flow rates. Is it game over since all the springs and cups aren’t in their original locations?
No, that is not really that big of deal. The flow rate will slightly vary after a rebuilt anyway because of the new o-rings and gasket. I used my eBay bought flowmeter to adjust Clay’s FD after rebuild. This approach worked so well that his engine started right away after just about 2 seconds of cranking and has run ever since