Follow torque steps in post 49 Tom.

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Jim

Thanks Jim!

I can't help wondering though if this problem results in leaking fuel into the engine compartment. My problem is smoking and rough running...?

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[SIGPIC] Diesel loving autocrossing grandpa Architect. 08 Dodge 3/4 ton with Cummins & six speed; I have had about 35 benzes. I have a 39 Studebaker Coupe Express pickup in which I have had installed a 617 turbo and a five speed manual.[SIGPIC]

..I also have a 427 Cobra replica with an aluminum chassis.

DV seal issues (the copper seal) can cause idle roughness and perhaps other issues. DV o-rings can fail and allow leaking from the base of the DV holder. If you have ruled out the injectors and air-into-fuel-system leaks and fuel filters as possible sources of your issue, then re-building the DVs would be a good next step. The spring can also be replaced, they do weaken and get shorter.

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Respectfully,
/s/
M. Dillon
'87 124.193 (300TD) "White Whale", ~392k miles, 3.5l IP fitted
'95 124.131 (E300) "Sapphire", 380k miles
'73 Balboa 20 "Sanctification"
Charleston SC

On the one where I had seen the botched dv seal job the symptoms were rough running and smoking.

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Jim

At purchase for a low low price, my '95 E300 was almost unable to move due to a really botched DV o-ring replacement. Ran really rough, on probably 4 of 6 cylinders, didn't look but I'm sure it was smoking. Drove it onto a trailer for the ride home, then drove it from trailer about 40 feet into the garage, didn't move it again until all that mess and more was sorted out.

__________________
Respectfully,
/s/
M. Dillon
'87 124.193 (300TD) "White Whale", ~392k miles, 3.5l IP fitted
'95 124.131 (E300) "Sapphire", 380k miles
'73 Balboa 20 "Sanctification"
Charleston SC

OK. Another symptom is if I wind it out a bit there is a lot of diesel pinging, which for this engine should be minimal, right?

I'll order the parts for the DV redo.

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[SIGPIC] Diesel loving autocrossing grandpa Architect. 08 Dodge 3/4 ton with Cummins & six speed; I have had about 35 benzes. I have a 39 Studebaker Coupe Express pickup in which I have had installed a 617 turbo and a five speed manual.[SIGPIC]

..I also have a 427 Cobra replica with an aluminum chassis.

unfortunately if they really botched the job the pump is going to need to be pulled and recalibrated by a diesel shop.

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CENSORED due to not family friendly words

That may or may not be related, sounds like a injection timing issue or maybe a problem with an injector.

If there are currently no signs of fuel leaking on the top of the IP, I consider the DV rebuild to be one of those things to do after you've ruled out fuel filters, fuel tank screen, fuel leaks including air leaking into the fuel circuit, and fuel injectors. I'd even check the IP timing before tearing into the DV rebuild. That said, it is not that tough or expensive and can rule out a potential source of trouble.

__________________
Respectfully,
/s/
M. Dillon
'87 124.193 (300TD) "White Whale", ~392k miles, 3.5l IP fitted
'95 124.131 (E300) "Sapphire", 380k miles
'73 Balboa 20 "Sanctification"
Charleston SC

Thanks guys! I'm ordering the parts today.

__________________
[SIGPIC] Diesel loving autocrossing grandpa Architect. 08 Dodge 3/4 ton with Cummins & six speed; I have had about 35 benzes. I have a 39 Studebaker Coupe Express pickup in which I have had installed a 617 turbo and a five speed manual.[SIGPIC]

..I also have a 427 Cobra replica with an aluminum chassis.

Tackled this job today and wanted to provide some feedback which might be of help.

I found the best tool for removing and replacing the copper washers, wooden food skewer - it doesn't damage the polished surfaces and easy to pop the washer half way up skewer, hold with finger then place the tip onto of small plunger part.

I did have to remove one of the assemblies as there was a stubborn piece of debris under on of the copper washers, would not budge.

As POD mentioned, not much to them really but I do wonder if the copper washer plays more of an important role in fuel delivery. Perhaps replacement increases the pop pressure due to better sealing, only a hunch but could explain engine issues after rebuild experienced by some.

Agree also with previous poster on re-priming, will be using a syringe with diesel to fill/empty DV prior to bolting injector pipes back.

Thanks again for the write up.

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David


1996 Mercedes S124 E300TD - 129k - rolling restoration project -

1998 Mercedes W210 300TD - 118k (assimilated into above vehicle)

I've done this job twice now, with varying degrees of success.

First time was on a 1998 W210 E300TD. That went very well. Had plenty of time, managed to clean everything, no problems.

Second time was on a 1996 S210 E300TD. That has gone less well. I am fairly sure I've managed to drop a few bits of dirt/grit into one or two of the delivery valves while the top was off. It still idles correctly, and is fine under load, but when the engine is under no load at around 800-1500rpm, it splutters and stumbles. I suspect fuel is still being delivered even when it should not be, but only to one or two cylinders. It's also not quite as easy to start in the morning and splutters on 3 or 4 cylinders for 10-20 seconds.

The need to keep everything medically clean cannot be understated. Thankfully the car in question is a bit of a ****ter, and will rot away before it becomes a real issue.