Quote:
Originally Posted by hookedon210s
I just looked at the EPC to determine the ICV part numbers which are as follows:
380 and 500 USA: 0001411225
380 Euro: 0001411325
500 Euro: 0001411425
420 and 560 Euro and USA: 0001411625
IIRC the USA 380/500 ICV has a notch cut in the slide which will admit more air for a given pulse rate than the EURO ICV. The big block ICV's have a larger cross section and greater opening depth when at rest. It would seem that MB's goal was by tailoring the ICV sizes for each engine the idle computer would operate in the same range regardless of application. Please confirm this for yourself since it has been some time since I had to deal with this issue. Also I just checked prices on 380 USA and Euro valves and the prices are through the roof (discontinued/dealer only apparently). The other difference in the systems was the earlier 380/500's used the 16 deg. C oil temperature sensor to tell the computer the engine was cold and thus needed a higher idle rate and the later systems used a water temperature sensor. Mark
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Mark, thanks very much for researching this for me. The 000141
1225 slide in my ICV does have a notch. So, if I read your right, you're saying that using a 000141
1325, 000141
1425 or 000141
1625 will work in my 380 and could possibly lower the idle, because none of these have a notch.
Have you ever heard of anyone doing this, or are you speaking purely theoretically. That's not to say that there's anything wrong with theorizing. I'm just trying to calculate the risk-reward ratio of having one of these other units lower my idle. If you had to speculate with impunity, what would you say the odds are?
BTW, I'm not sure when this high idle thing began, but I did replace the oil temperature valve on my car fairly recently. However, if that was the problem, I assume that pulling the lead to the valve would cause the idle to go down, and it doesn't?