The drip method is described in the OM621 manual, and I think it may
be in the 616/617 manuals. I used the primer pump to provide
pressure. It is done with Diesel fuel. I have never used air for
timing the Ip. On the OM603, I have only used the static timing lock.
The theory of the drip method is that when the plunger is not in
delivery mode, the fuel flows freely out the drip tube. At the start
of delivery, the plunger blocks the chamber and the free flow stops.
At that point, you read the position on the crank pointer.
I developed my own method for timing om621/616/617. It does NOT
involve removing the pin on the DV. I take a straw and blow the fuel
out of the flared part of the connector on the IP (DV holder) for the
#1 cyl. turn the engine very slowly when you are coming up to the
timing mark. When the fuel just begins to rise, the delivery is
starting. I set the time 1 to 2 degrees in advance of the book spec
to allow for the fact that delivery actually started, and that the DV
spring had to be overcome. It has always worked on the cast iron
head engines.
I don't like disturbing the DV just to do timing. It increases the
possibility of introducing contaminants (grit etc) into the IP.
Plus I never had extra seals and orings around to reseal the DV.
My approach may have been flawed, I was using my air compressor with
the regulator turned down really low, maybe I should have used lung
power?
Maybe air is the wrong working medium, and one should use diesel fuel instead?
--
Max Dillon
Charleston SC
'87 300TD
'95 E300
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