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#16
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One thing to note, higher pressures while causing harder shifts, will have more holding power for those wanting to add hp to their engines via power mods. Plus, harder shiftts = less clutch slippage during shift = longer clutch and ATF fluid life....
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-Matt EPA Section 609 Certified MVAC Technician ----------------- Oil Burner Kartel Member #10 Ahh the smell of Diesel Fuel, it's like coffee in the morning! My Car: 1982 300SD Turbo Diesel (231,500 miles!) RIP 1984 300SD Turbo Diesel Custom (235,500 mi on driveline.) - On Road!! www.icsrepair.com |
#17
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the W116 '80 300SD has a 722.120. I don't have a TDM.
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80 300SD (129k mi) 82 240D stick (193k mi)77 240D auto - stick to be (153k mi) 85 380SL (145k mi) 89 BMW 535i 82 Diesel Rabbit Pickup (374k mi) 91 Jetta IDI Diesel (155k mi) 81 VW Rabbit Convertible Diesel 70 Triumph Spitfire Mk III (63kmi)66 Triumph TR4a IRS (90k mi)67 Ford F-100 (??) |
#18
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for the 722.120 it should be 2.8 bar.
Tom |
#19
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Are there better illistrations of the test ports out there? I'm trying to find thier correct locations on the rear cover. My Technical Data maunal does not show any for the transmission, and the scan in the Wiki article is a little fuzzy.
I'm trying to debug my 1985 190d 2.2. It is mated to the 722.403. I don't think there is any differences in the rear covers, but I'm still pretty green. Thanks Troy |
#20
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hey troy,
take a look at the second picture in post #1. see that green thing? thats my vacuum modulator. its round and plastic. I believe yours will be black on a 722.4xx. the test port on the 722.4 is in the same spot as the 722.3 (im 90% sure) - just below and to the rear of the modulator. this is looking up underneath the drivers side of the transmission. the basic technique for adjusting your transmission modulator is the same. dd
__________________
------------------------------- '85 300D, 'Lance',250k, ... winter beater (100k on franken-Frybrid 3 Valve Kit) '82 300D, 'Tex', 228k body / 170k engine ... summer car '83 300TD Cali Wagon 210k, wife's car |
#21
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Pressure port location?
Man i think you for this DIY. It is going to get my car on the road. I have a 1981 300D. Transmission is a 722.118. I made up a pressure hose. Thare wre three different bolts in the area of the red modulater valve. I tried all three holes, but could not get any pressure. I did not want to crank the t-handle up to much. Better ask, that tear something up. Could you tell me where the pressure port is. I surely would appreciate it.
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#22
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Great DIY - Thanks so much.
Just did this tonight, I had a couple issues (mainly just finding a bolt that would work, I ended up cutting a banjo bolt short enough to fit) How did you use a stock banjo bolt without cutting it? Mine wouldn't screw in far enough. Anyway, all done now - the modulator pressure is correct (it was WAY out) and it is really like a whole new car. It feels peppier to me, the shifts seems nice and crisp with no slippage or flare - I really like it. The only thing I don't like is that my rear end clunks when slowing down or downshifting now. Does that mean the pressure is too high or what? Thanks for the great writeup - couldn't have been more clear. |
#23
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The stock banjo bolt worked just fine off the ALDA along with the banjo bolt nozzle thingy. Just take a look at the ALDA and you'll see what I mean. I connected up the same way to the test port. Il have to post a picture of that exact banjo setup.
RE: Hard shifts - How are you vacuum signals looking?? Getting the modulator pressure right is just one piece of the puzzle. dd
__________________
------------------------------- '85 300D, 'Lance',250k, ... winter beater (100k on franken-Frybrid 3 Valve Kit) '82 300D, 'Tex', 228k body / 170k engine ... summer car '83 300TD Cali Wagon 210k, wife's car |
#24
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Maybe the banjo bolt at the ALDA is different on the w123s or the earlier 617s. Mine has an output on the side, and one coming out of the head - so I couldn't use it.
As for the vacuum system - it was recently revamped (rebuilt pump, replaced many bad lines, checked all valves and orifices) Everything is working as it should. I think I figured out my problem already though - I read through the original writeup, and I adjusted the modulator wrong. I noticed that the pressure went down when I put the cap back on ( due to the vacuum ) and adjusted it so that the pressure was correct with vacuum. The original writeup states that the TDM dictates the pressure to set the modulator at is with no vacuum. Basically I just have to readjust and I should be alright. Thanks for you help. |
#25
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all of the mercedes info i have is for later models, does nayone have the specificaton for the 722.321? 1987 300SDL 126.125
__________________
1967 250 S 1967 280SE 1968 250S 1971 280 SE 1973 220 1974 280 S 1975 450 SEL 1976 220 D 1979 300SD 1983 300 SD 1985 230 TE euro 1986 280SL 1986 500 SEL euro 1986 190E 2.3 1990 300 SE 2003 C230 K 2004 C230 K 1987 560SEL 1987 300SDL now in canada 2005 C230 1998 C43 AMG Sold to DON 1993 190E 2.6 300TD Former daily driver Totaled current: R320 CDI Ram 2500 Cummins |
#26
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This is an awesome post. I have a 79 300sd I think with a 722.120 I don’t know for sure but it was just rebuilt and the shop did not do this. I have the exact modulator as in your pic only it’s on the passenger side (or right side if you’re British) if I understand correctly with the vacuum off the modulator the pressure at "park" should be the same as at 50kph? What should that number be do you know? The charts posted don’t cover 116's or 1979 models though they may be the same.
__________________
Plo 1979 300SD 110k ±1000 odo quit 1980 Vespa 50 Special 1982 Schwinn LeTour 2005 Ford F-250 Super Duty Lariat Diesel 2008 Toy Yaris 1982 Sportcraft |
#27
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If you want to do the 30mph (50km) thing, just use a longer hose & bring it in the window.
__________________
Grumpy Old Diesel Owners Club group I no longer question authority, I annoy authority. More effect, less effort.... 1967 230-6 auto parts car. rust bucket. 1980 300D now parts car 800k miles 1984 300D 500k miles 1987 250td 160k miles English import 2001 jeep turbo diesel 130k miles 1998 jeep tdi ~ followed me home. Needs a turbo. 1968 Ford F750 truck. 6-354 diesel conversion. Other toys ~J.D.,Cat & GM ~ mainly earth moving |
#28
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banjo bolt
i too am working through shifting problems on the silver bullet(1982 300td) and wanted to start by checking the tranny pressure.locating the trans number involved wire brushing the trans case just above the front of the pan on the passengers side and removing layers of dirt and grease.dont despair,it is there but hiding and is easy to see once the gunk is gone.
the test port is right next to the modulator valve on the drivers side and slightly below it.very obvious to see,so dont give up. getting a test fitting is a little harder.we drove 60 miles to Aurora Auto Wrecking which specializes in MB s ,purchased a used starter,extra rim and what looked like the proper banjo fitting.oops,got home and it was too big to go in the trans port. drat was one of the words used.drive back down there?check a local wrecking yard? the answer came in a dream as usual.borrow the fitting already on the car!there is a clear line,dont know what it is for but the hose on it heads into the passenger cabin.just cut the hose,plug the hose with a bolt or screw and adapt the rest of the test rig ie hose,gauge etc and use the tranny plug to seal the pump thingy.presto! |
#29
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Here are some more modulator pressures.
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#30
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Will too much pressure cause hard shift in all gears? Mine only shifts hard on the last shift...3-4. and it's really hard....it bangs. (95 e300D)
__________________
1995 E300 Diesel 1994 E320 1999 C230K 1994 S500 W140 1990 300 SEL |
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