Any other computer related sensors that would make the vehicle not start? Also, what does the large harness that comes off the back of the IP control? If that or the SOV were not working would we still get fuel out the injectors?

Is the starter wiring good and tight? You no doubt had to disconnect it when you removed the engine.

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Marty D.

2013 C300 4Matic
1984 BMW 733i
2013 Lincoln MKz

The battery connection is tight, double checked. I think it's probably turning fast enough to as least kick. There's a faint amount of exhaust visible and smell coming from the EGR tube when cranking.

Have you tried starting it up with some WD-40 sprayed into the intake? You might just be experiencing the joy of priming the 606 fuel system. Maybe your starter is bad too but you never had to crank it long enough before to notice it.

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Marty D.

2013 C300 4Matic
1984 BMW 733i
2013 Lincoln MKz

Ok here is the update.

Fuel is not the issue, nor is crank.

I pulled an injector. Hooked up the line, cranked, and got fuel spray out the injector.

I definitely have all good, brand new glow plugs and 12V to each.

I definitely have a good SOV (obviously from the injector spraying)

I have good enough crank to fire the injectors

I didn't suddenly loose all compression.

So what is left is timing. I have the locking tool and set the crank 15 ATDC. We even took it out and realigned it again to make sure we did it right. Also, the cams are lined up with the crank.

Can I assume that whoever rebuilt the IP undid something that lines up the engine with the right IP timing? Did we do something wrong?

Did you check to make sure your engine was at 15 ATDC on the compression stroke for #1?

Here's the thing about injection timing. You can be off by 360 degrees on the engine (180 on the IP) so you will be injecting fuel into each hole on the exhaust stroke not the compression stroke.

This happens when the engine gets turned after the IP is removed and is set by the crank markings without regard to which stroke you are on - is that what happened?

So, verify the #1 is on its compression stroke. You can do this by checking that the lobes on all valves show closed on #1 or using a compression test gauge when turning the engine. Or, simply remove the IP, turn the crank 360 degrees and reinstall it to see if that makes the difference.

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Marty D.

2013 C300 4Matic
1984 BMW 733i
2013 Lincoln MKz

oooohhhh. damn. well I know what I'm doing today!

Keep us updated. Interesting reading.. how old is the battery? Got a 2nd or a good charger/jump vehicle?

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92 300D 2.5L OM602 OBK #59

That's got to be it. It's like the old "drop the distributor in backward" problem on a gas engine.

I bet it's going to pour white smoke when you get it started due to all the raw fuel vapor in the exhaust...

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-Evan


Benz Fleet:
1968 UNIMOG 404.114
1998 E300
2008 E63


Non-Benz Fleet:
1992 Aerostar
1993 MR2
2000 F250

Report back on your progress, it will be interesting to hear if that was it all along.

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Marty D.

2013 C300 4Matic
1984 BMW 733i
2013 Lincoln MKz

Well friends. Guess what. We are idiots. I mean not really because the mercedes specific instructions doesn't say anything about the compression stroke it just says 15 ATDC though I guess we should have been smart enough to know that might be an issue.

Worked like a charm on the second revolution of the engine. Who knew that putting diesel in the compression cycle rather then straight into the exhaust would make such a difference.

Now to put the rest of the vehicle back together and do some body work. Anyone want to buy a 99 with a new IP and oil pan?

P.S.
thanks for the insights. Couldn't have been able to figure it out without the friendly advice.

Glad to be of assistance...happy motoring!

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Marty D.

2013 C300 4Matic
1984 BMW 733i
2013 Lincoln MKz

You are not the first one to have done this...how do you think I knew to suggest it as the cause

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Marty D.

2013 C300 4Matic
1984 BMW 733i
2013 Lincoln MKz