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  #1  
Old 04-07-2006, 04:44 PM
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Join Date: Dec 2005
Location: CA... No. of S.F.
Posts: 890
Eureka… re: auto tranny vacuum shift systems… I have P/N(s) for orifices !!!

I’m still struggling with my 1980 300D [na] transmission shifting and not ready to throw in the towel by declaring the tranny hopeless !
I first read on another thread [http://www.peachparts.com/shopforum/attachments/diesel-discussion/32510d1143915823-glorious-orifice-vacuum-sensational-shift-no-flare-123_1.jpg ]
I was given help with finding the proper vacuum diagram. Thanks guys!
See:
http://www.peachparts.com/shopforu...d.php?t=105297
and this link led me to a really good site with diagrams for these vintage vacuum controlled systems… see:
http://www.peterschmid.com/vacuum.htm

Now for the “Eureka” part of this post. Today I went to the local M-B dealer’s parts counter and the first parts man had no clue when I showed him three of the vacuum orifices together with the diagram clearly showing it. His computer listing system was just of no help. Then they brought out a guy from the back room [a mechanic I think] who had his own personal hand-written list. I canNOT guarantee the accuracy but here is the results below. I think this list starts with the largest and ends with the smallest:
Color: P/N:
Yellow……..……..1162760929
Red………………….1162761029
Blue…………………1162761129
White………………1162761229
Green………………1162761329
Brown……………..1162761429
[actually I see the brown as burned orange]
I’m getting a complete set and will use whichever I need or possibly combination I need to tune the system as per the excellent 2002 article by Steve Brotherton at:
http://www.continentalimports.com/ser_ic20242.html
I hope this information is helpful to at least one of you out there!
Regards,
Sam - Novato, CA
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  #2  
Old 04-07-2006, 05:05 PM
Cabernet red, actually
 
Join Date: Jan 2006
Location: Willamette Valley, OR
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Quote:
Originally Posted by Samuel M. Ross
I hope this information is helpful to at least one of you out there!
Regards,
Sam - Novato, CA
I think that blue # will come in handy for me, so mission accomplished. I'm sure lots of others will benefit, too. Thanks for posting.
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  #3  
Old 04-07-2006, 06:01 PM
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Location: Palmdale/Ventura, CA
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My thanks also.
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  #4  
Old 04-07-2006, 09:49 PM
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Good stuff to know for the slush boxes.
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  #5  
Old 04-08-2006, 11:38 AM
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Join Date: Dec 2005
Location: CA... No. of S.F.
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I think the yellow "connector/orifice" is...

just a straight thru connector [ Yellow……..……..1162760929 ].

At present I only have Red, White, and brown/orange while I cool my heals for the dealer [hopefully] gets the other three for me. On the InterNet I could only find the yellow one!

I found that the brown/orange reduces the vacuum a bit too much and both red and white not enough... thus my conclusion that one needs to have a full set to have the best chance at getting the proper vacuum balance on the tranny side where the VCV [on the IP] bleed off the vacuum seen by the vacuum modulating valve that sits on the tranny.

I see that later models have what is called a vacuum "dashpot" or "damper" on the line going into the VCV. These are cheap and so I might just give this a try as this should slow down and somewhat stabilize the vacuum the tranny sees as you vary the throttle.
What do you think?
Sam
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  #6  
Old 04-08-2006, 12:30 PM
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Dieseldiehard
 
Join Date: Oct 2002
Location: Bay Area No Calif.
Posts: 4,418
I believe Peter Schmid prefers the green or brown vac orofice, I can't remember which. He also taught me to check the source tee on the vac manifold (running from the brake booster to the vac pump) by inserting and rotating a small drill bit, about a #60, just a little larger than a big sewing needle, in the port that supplys vacuum to the shifter. In many cases dust or soot accumulates in it and transmission shifting will be affected from poor vac supply. Once you have the vac supply checked, tee a vac gauge off the rigid line that goes directly to the trans modulator. In neutral alternately flip the engine RPM between idle and something like 1500 RPM. The vac should swing between a range that will be set by the variable leak on the back of the IP and the leak in the small colored orofices you are going to buy. Chart the two readings, idle and the most vac it reads and write down the performance after some road tests using individual orofices then tell us which one you prefer. Remember if the trans shifts too soft the clutches wear faster. The shift points on the pre-85 diesels is also determined by the drivers foot on the accelerator pedal, the '85 models use a flying saucer vac device to smooth out the trans shifts (and a different transmission altogether).
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