Correct

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1984 300SD Turbo Diesel 150,000 miles

OBK member #23

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Timing the camshaft with the dial indicator will give you the chain elongation.

But, IP timing is done without relevance to the cam timing. If the chain is elongated, the IP is moved closer to the engine to compensate.

You can do IP timing anytime. However, if you're going to replace the chain it makes sense to do that before the IP is timed.

I planned on atleast checking stretch and doing a woodruff key. Money is kind of tight for chain replacement at this point.

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1995 E420 Schwarz
1995 E300 Weiss
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#1991 300D Nearly Perfect
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#1995 E320 Touring
#1985 300D Sedan
OBK #42

There's no requirement to replace the chain on the 617. There are several different keys available depending on how much elongation you have. 4° is the smallest key available.

First try with marks was ~7deg of stretch so I am going to do the 2mm method and get some accuracy.

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http://superturbodiesel.com/images/sig.04.10.jpg
1995 E420 Schwarz
1995 E300 Weiss
#1987 300D Sturmmachine
#1991 300D Nearly Perfect
#1994 E320 Cabriolet
#1995 E320 Touring
#1985 300D Sedan
OBK #42

Be interesting to see the comparison. I believe that Danny did the comparison when he did the DIY and there was not too much difference between the two procedures.

It would be nice if the gap in the ring was alot smaller perhaps I will put a piece of plastic or somethin in the ring gap and mark the center. The ratio seems to be pretty high. The first time I aligned in middle and it was ~7 the second time I aligned with leading edge and it was like <1. Lot of error there.

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http://superturbodiesel.com/images/sig.04.10.jpg
1995 E420 Schwarz
1995 E300 Weiss
#1987 300D Sturmmachine
#1991 300D Nearly Perfect
#1994 E320 Cabriolet
#1995 E320 Touring
#1985 300D Sedan
OBK #42

You can only go in one direction. If you pass the mark by the slightest bit, then you've got to go around again. Back it up just a hair and the crankshaft numbers are off by a mile.

I had the heads off because of a sticky valve, did the valve job ( heads were planed) and replaced the IP gear.

have lined everything up per manual - tried the 2mm at 12 degrees, get two complete revolutions and about 1/4 past this get contact.

set it to 2mm at 11 degrees and same thing happens, i get contact after two complete revolutions.

Is there a firing order ??...could the trouble have started when the head was planed?
I have done this on a 300 and had no problem, so am struggling with the 190D.
Any suggestions???
thanks for all your help
doug

That's a conundrum. Two complete revolutions of the crankshaft allows all pistons to reach TDC on both the compression and exhaust strokes and any valve contact would stop you cold during one of those two revolutions.

I'm at a loss.........

I got 4 degrees by doing both methods.

Scott

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Scott
1982 Mercedes 240D, 4 speed, 275,000
1988 Porsche 944 Turbo S (70,000)
1987 Porsche 911 Coupe 109,000 (sold)
1998 Mercedes E300 TurboDiesel 147,000 (sold)
1985 Mercedes 300D 227,000 (totaled by inattentive driver with no insurance!)
1997 Mercedes E300 Diesel 236,000 (sold)
1995 Ducati 900SS (sold)
1987 VW Jetta GLI 157,000 (sold)
1986 Camaro 125,000 (sold - P.O.S.)
1977 Corvette L82 125,000 (sold)
1965 Pontiac GTO 15,000 restored (sold)

Thanks. More data to confirm that the alignment of the camshaft marks is a fairly accurate method.