The trigger points where one of the first things that I changed as I've had problems with them previously. I then changed the electronic part of the ignition switch as I was unsure that it was working properly I've also had a few of those go west over the years although I've only had to replace 2 from a Mercedes.

The whole thing was beginning to get to me as while the injection system is not one of those "Black Arts" to me this one just is different and without a wiring diagram I was unsure exactly what relay did what. Add to that there are 3 relays connected that actually fed nothing other than a wire that ended in a spade connector and a few other minor things like about half a mile of wiring that did absolutely nothing and has since been removed. Then the fact that there was a Kettering Ignition system fitted was more that a bit confusing. I eventually found the Transistorized Ignition Module well hidden in front of the battery tray and about half a inch away from the front of the car so it started to begin to make more sense even though I could not find any wires exiting from the loom that should have feed the coil with the trigger impulses and there where certainly none cut off. Short of removing all the loom covering it will be almost in possible to find where the wire has disappeared to. Also there is no power getting to the Ignition Module and I can not find where it has been disconnected so my original feeling was that something had gone wrong with the ignition switch particular as there is a heavy weight hanging off the key ring.

But just to make matters even better all the low pressure power steering hoses had been replaced with water hose which was in the process of dissolving and spreading hot ATF all over the engine bay. It was anything but clean and not at all what I had expected from the previous times I've seen this car. With all the oil that had been spread around both the injector trigger points and the ignition points where first replacement musts but the injectors where opening or at least getting a signal at cranking speeds although I'll admit that I never got a chance to actually test as to weather they where working when the engine was running for the short spells. I'm in agreement with a previous poster and agree that the engine was only running on the Cold Start Injector . But with a good clean up new power steering hoses and the engine management module changed it's working and is even drivable now. I've temporally replaced the engine management module with one from a 115 280 SE and while it looks the same on the outside it's totally different on the inside hopefully it has a lot more capacitance built in so it will not be as susceptible to alternator ripples in future.

About 10 years ago I escaped from working on the then new fuel injection units as I actually wanted to work on a Mini Cooper S rather than work on something easier to repair so then I knew it was time to give it all away. But other than the occasional Classic Mercedes which was first brought to me by my Uncle and then some of his friends I do not touch cars any more, but in all honestly I just love working on these old Mercedes as they where just so far ahead of their time and generally are a real pleasure to play with as I do not consider this to be work. Currently I have several of these for my own "Play Toys" but mostly they are of the twin cam variety with EFI. I find them so much easier to play with than the carburetter models.

Those along with a 408 2.2 Lt 4 cylinder fitted out as a mobile home are my current stable of "Play Toys" and I suppose I just have to add my 1982 900 SS Ducati into that group as well but I've had that since new and only run up 17,000 K on it so I do not get to play with that one much.

Col