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#16
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Quote:
With the OUT port plugged, you shouldn't be leaking any vacuum. Check all your lines...and if you have a mityvac, do some vacuum checks to pin down a potential leak in a line. On the system's operation, the reverse is true about the transducers. The EDS sends a voltage to them, which I believe varies to control the amount of vacuum sent to the wastegate. The more voltage, the more vacuum, and the more closed it becomes which equates to more boost. The EDS knows the boost pressure from a pressure sensor located behind the battery (at least on my '90). It converts the boost pressure into an electrical signal the EDS can use. It monitors that boost signal and opens/closes the switchover valves and varies the wastegate to follow a set of parameters in its memory. In your photo it looks like you have the wastegate actuator's line hooked to the ATM vent port.
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Dale http://i52.photobucket.com/albums/g1...MG_2277sig.jpg 1990 300D 2.5 Turbo -155k 2000 E430 - 103k 2014 Jeep Grand Cherokee Ecodiesel 4x4 - 11k 2014 VW Passat TDI SE - 7k Bro's Diesel 2006 E320 CDI - 128k Pop's Benz Pre-glow - A moment of silence in honor of Rudolph Diesel |
#17
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I did a few test runs 0-60 in the past couple of days.
I'm in the 16-17 sec range. I'm sure it can be better since I clearly notice a drop in boost under some circumstances. BUt don't get me wrong: this is already a major improvement over previous conditions (20+ sec). But I will drive the car in real life conditions to become more familiar with its behavior and I will come back. On another topic: I can confirm the Search feature here returns very valuable infos, it's a tool worth learning how to use (especially the Advanced Search options). Bye,
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BigBen '98 E300 Turbodiesel 244 000km RIP '92 300D 2,5 Turbo 632 859,4km due to engine failure |
#18
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And here are the readings today 1 April '07, after changing both vacuum transducers and Intake Flap actuator: 5 15 Y31/5 boost failure, vacuum transducer. I found this description in post #20 here: '93 300D 2.5T, 0-62 in 20 sec??? 9 B2/1a Intake air temp. 2 L7 Fuel rack sensor 3 B2/1 Air flow sensor 11 I will search again to find out what 5, 15 and 11 mean and will edit this post to complete it. I am thinking it could be an electrical problem with connectors or ground somewhere. Any thoughts? Bye
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BigBen '98 E300 Turbodiesel 244 000km RIP '92 300D 2,5 Turbo 632 859,4km due to engine failure Last edited by BigBen; 04-01-2007 at 09:29 PM. |
#19
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Well, I just went out again for a test drive, and the car really hauls well now compared to its previous naturally aspirated state!
The boost does kick in soon near 1500rpm and quickly spikes to 13-14psi. Then it drops suddenly to around 10 psi (looks like the wastegate dumps exhaust gases directly in the muffler) and increases again. So I went on the motorway for another test drive. There, I saw that boost ALWAYS drops around 5-7 psi (and holding there steady) with any RPM greater than 3500. But I repeat it still hauls very well compared to its prior state! BUT, should it maintain 13-14 psi all the way to 4000 or 4500 rpm? In that case, it would be like a rocket!!! Can't wait to hear comments. Bye
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BigBen '98 E300 Turbodiesel 244 000km RIP '92 300D 2,5 Turbo 632 859,4km due to engine failure |
#20
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I read my codes once more tonight.
I am down to 9, 3 and 11. But I cannot clear them at all. I have got some dielectric grease last week, so I'll try that next. And then investigate cable route to the EDS computer to make sure I haven't got anything damaged (I know the Right Hand Side fender has been changed at some point). Bye,
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BigBen '98 E300 Turbodiesel 244 000km RIP '92 300D 2,5 Turbo 632 859,4km due to engine failure |
#21
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ELECTRONIC DIESEL SYSTEM (EDS)
Model Model Year 124.128 1990-93 126.134 126.135 1990-91 140.134 1992-93 FAULT CODE TABLE DTC Readout Possible Cause of Failure 1 No fault found 2 Fuel rack position sensor (L7) 3 Air flow sensor signal (B2/1) 4 Electronic diesel system (EDS) control unit (N39) or atmospheric pressure sensor 5 Exhaust gas recirculation (EGR) valve vacuum transducer (Y31/1) or fault in exhaust gas recirculation (EGR) control circuit 6 Electronic diesel system (EDS) control unit (N39), internal voltage supply 7 Starter ring gear speed sensor (L3) 8 Engine coolant temperature sensor (B11/4) 9 Intake air temperature sensor (B2/1a) 10 Voltage supply insufficient 11 Electronic idle speed control actuator (Y22) or exhaust gas recirculation (EGR) valve vacuum transducer (Y31/1) or Boost pressure cut-out switchover valve 12 Not used 13 Electronic diesel system control unit (N39), faulty (internal fault memory) 14 Electronic diesel system pressure sensor (B5/1), defective 15 Boost pressure control/ pressure control flap vacuum transducer (Y31/5) , or defect in Boost pressure control circuit. Or Intake manifold air pressure control valve vacuum transducer (Y31/2), wastage vacuum transducer (Y31/3), or malfunction Intake manifold air pressure circuit
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1999 E300DT (131,800) 154,000 Black on Black ![]() 2006 CLK 500 coupe Capri Blue on Grey (zoom,zoom) ![]() 47,000mi 04 VW TDI Passat 80,000mi (Techno) How to eliminate oil dependency through market-driven approaches. “We could cut oil use in half by 2025, and by 2040, oil use could be zero,” The Sound of Diesel Speed Ode to MB |
#22
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http://tech-meister.com/DieselBenz/TECH/300d-2.5l-tech-info.txt
Sun Jan 16 11:05:02 2005 From: Flash Here's a guy from Hooterville, WI - Jim's neighborhood who tweaked his 300D 2.5 and has gotten rave reviews (he raves) about the performance. These may be understandable tweaks, and something John with his 2.5 and others here with 2.5 may want to try? Let us know what happens, if/when, john, others... DanG ChicagoArea ==================== I've decided to go into great detail of what I did to the 2.5. The white 2.5 had a blown head gasket when I got the car. It contaminated a number of vacuum items, which is why I started bypassing stuff. 1) Overboost protection canister. Small one on the driver's side firewall. Had soot in it, and prevented the ALDA from sensing pressure. Bypassed. I don't think that I've had ONE of these work correctly on any turbo. They all get sooted up eventually. 2) EGR. Also full of soot. I have a good replacement, but haven't gotten around to replacing it. An EGR on a diesel is a dumb idea anyways because feeding soot back into the intake is not good for it. Bypass is easy. Keep the electrical connections intact to the vacuum pod. The signal to open and close will be there, and the computer will be happy. Disconnecting the vacuum lines and bypassing is all that needs to be done. 3) Turbo wastegate vacuum pod. The wastegate has a vacuum failsafe that is normally open with zero vacuum. Bypass is to connect the wastegate vacuum (which is the electrical/vacuum pod closest to the passenger side headlight, low in the inner front fender), and hook it directly to the main vacuum system. My wastegate vacuum pod leaks, and I need to replace it. Bypassing is only temporary, as that particular failsafe is not good to ignore for too long. The key to preserving the computer happiness is not disconnecting the electrical harness to the vacuum pod. 4) Secondary turbo fault sensor. If something is very flaked up with the computer or sensors, the secondary sensor which is mounted by the battery, opens to kill boost pressure to the ALDA. Bypass is easy for troubleshootin g. The only reason why you would want to bypass this for any reason is to find other faults. My point is that the highly sophisticated computer controlled turbo system can be made very simple. Call it emergency road repair 101. If you have a full time vacuum direct connect to the turbo wastegate, you'll have turbo. If you have a single pressure line from the intake manifold to the ALDA, you'll have appropriate fuel enrichment. Leaving electrical items attached to the vacuum pods keeps the computer happy and compliant.
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1999 E300DT (131,800) 154,000 Black on Black ![]() 2006 CLK 500 coupe Capri Blue on Grey (zoom,zoom) ![]() 47,000mi 04 VW TDI Passat 80,000mi (Techno) How to eliminate oil dependency through market-driven approaches. “We could cut oil use in half by 2025, and by 2040, oil use could be zero,” The Sound of Diesel Speed Ode to MB |
#23
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Quote:
It's 3 and 11 that got me worried the most. But I would very much like it to run as it was when new. After that, I'll probably mess around and change things. For now, this 92 is going in my garage for a WVO 2-tank system transplant (I took the system out of my VW before selling it). I need to save $$ to fix the electronics! I have some 200 gal (imperial!!!) sitting in 45 gal drums... and the supplier keeps making fries! I'll come back to the electrics later on. Bye,
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BigBen '98 E300 Turbodiesel 244 000km RIP '92 300D 2,5 Turbo 632 859,4km due to engine failure |
#24
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Good luck with the transplant.
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1999 E300DT (131,800) 154,000 Black on Black ![]() 2006 CLK 500 coupe Capri Blue on Grey (zoom,zoom) ![]() 47,000mi 04 VW TDI Passat 80,000mi (Techno) How to eliminate oil dependency through market-driven approaches. “We could cut oil use in half by 2025, and by 2040, oil use could be zero,” The Sound of Diesel Speed Ode to MB Last edited by pmari; 06-08-2007 at 02:10 PM. |
#25
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I have previously removed the MAF.
I played with the inside door or flap and tried to measure resistance from the connectors. I didn't get anything too consistent. It reacted as if a potentiometer had a "flat spot" in it. If it ends up being a costly repair, I will be crazy enough to tear it apart and try to make it work by changing the faulty component within the MAF. I have fixed an electronic hitch control on our farm tractor last fall. CaseIH wanted 650$ for the assembly. Ended up costing 10$ (and 7$ in freight charges!) for a 3/4 turn, 0-10kOhm Pot from DigiKey. And it is still working. If I resolve it like this, I'll certainly post my findings here. Thanks again, Bye
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BigBen '98 E300 Turbodiesel 244 000km RIP '92 300D 2,5 Turbo 632 859,4km due to engine failure |
#26
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In that case I'll post the values for each.
![]() ![]() For more info go to http://s37.photobucket.com/albums/e93/pmari/ Let us know if you can use the values without the socket box and connector cables?
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1999 E300DT (131,800) 154,000 Black on Black ![]() 2006 CLK 500 coupe Capri Blue on Grey (zoom,zoom) ![]() 47,000mi 04 VW TDI Passat 80,000mi (Techno) How to eliminate oil dependency through market-driven approaches. “We could cut oil use in half by 2025, and by 2040, oil use could be zero,” The Sound of Diesel Speed Ode to MB Last edited by pmari; 06-08-2007 at 04:52 PM. |
#27
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Pmari, thanks for the posts of the FSM procedures, but how do you test B2/1 without the hookup box thingy? I have measured 500Ohm across two of the connectors of the air flow sensor.
BUt I don't think the air flow sensor B2/1 is the problem with my car - I think it is a symptom. I replaced the shut off valve today, and in the process, removed the L7 idle sensor and ALDA unit. I adjusted the ALDA unit. After I did all this, the car wouldn't sit at idle, it would die. I put some dielectric in the L7 connectors, and that problem went away. Now the only symptoms I have are idle drops to 500 and then recovers to 700 after revving up. Also, there is NO boost, turbo not working, and EDS error 3 - which is air flow sensor. I don't think the air flow sensor is the problem - I think it is just acting like it is buggered becuase something like the boost pressure sensor or something is not working properly. This is not meant to be a hijack, just throwing in my experience in case there are common threads that set off some light bulbs, or maybe some one has a simple suggestion of what to check with mine. There is vacuum going to the wastegate valve at idle 15mmHg, drops to 0 at high revs. Seems backwards, but maybe that is how it is supposed to be.
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1983 240D Silver/Blue "Sadie", unknown miles. 100k miles on WVO single tank, converted to 2 tank about 10k miles ago, FPHE, Injector Heaters, Aux Fuel pump. Alcohol/Water injection. Frantz oil bypass filter 1992 300D 2.5 Turbo Green/Tan "Jade" 267K miles Stock. 1992 300D 2.5 tan/tan "Rocky" on 2 tank WVO. Pressure actuated Turbo "rat's nest" surgery completed. 197k miles |
#28
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Thanks for your inputs pmari and pdrayton.
I too think I may only have a bad component elsewhere which returns a code 3 and 11. I don't consider this computer to be so advanced that it tells an absolute truth. It's probably more that the set of data fed in the computer doesn't match a preset data put in memory. It then tells us that the data "seen" doesn't match for sensors x and y (3,9, 11, in my case). I know I may be repeating myself here, but I have recently found that I had a leaking EGR valve, an unknown status for the wastegate actuator, etc... So, I will do my homeworks and come back a little later. Bye,
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BigBen '98 E300 Turbodiesel 244 000km RIP '92 300D 2,5 Turbo 632 859,4km due to engine failure |
#29
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I feel your pain, Going on two months and I am still troubleshooting my 5, 15 fault codes, I am getting weird volt readings. I wonder if you need to clear the fault codes before you test/troubleshoot to get good values?
My Y27/4 is the only valve that is up to spec (vacuum and volts), the y27 and Y27/5 are not acting right vacuum wise nor voltage wise. can these be tested individually with mityvac and ohm tester? This EDS is a bear!!!
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1993 Mercedes Benz 300D 2.5 205K (ex wife's) 1984 Mercedes Benz 300SD 320K (SOLD) 2004 Mercedes Benz C240 75K 1995 GMC Sierra 2WD 5.7L 188K 1983 Mercedes Benz 300SD 239K (SOLD) 1987 BMW 325i 220K (SOLD FOR SALVAGE) 609 Certification |
#30
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Like I said before, my 5 code was a genuinely buggered vac transducer on the EGR. Replaced it and things worked fine.
The 3 code I got this weekend was total BS from the eDS computer. So, yes, don't always believe it. My EDS 3 code (air sensor) was acutally becuase I had the engine stop vacuum valve in wrong and it was killing the throttle. What that has to do with the air sensor I don't know. May the teutonic mercedes gods smile apon you and deliver the reparations required....
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1983 240D Silver/Blue "Sadie", unknown miles. 100k miles on WVO single tank, converted to 2 tank about 10k miles ago, FPHE, Injector Heaters, Aux Fuel pump. Alcohol/Water injection. Frantz oil bypass filter 1992 300D 2.5 Turbo Green/Tan "Jade" 267K miles Stock. 1992 300D 2.5 tan/tan "Rocky" on 2 tank WVO. Pressure actuated Turbo "rat's nest" surgery completed. 197k miles |
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