I presume that you removed the line from the VCV and attached the gauge. At that point, the reading was 17.

Then you reconnected the hose to the top of the VCV and disconnected the line to the transmission. You then connected the gauge to the end of the T where the transmission line had been.

If I am correct in these assumptions............because your posting details were inadequate...........then the VCV is shot and must be replaced.

Yes you are correct in my assumptions. I have removed the vcv and determined that it leaks. What are members doing to replace these since they are no longer available? Also, I remember reading a thread where someone was actually taking the vcv apart to repair.

Is the vcv from a 123 and a 116 the same or interchangable?

__________________
1998 E320 150,000
1980 300SD 240,000
1965 190D 79,000

Was posting at the same time as you. Try the linkage adjust in my previous posting. Don't call it prematurely, these are not very easy to come by in working condition. Still possible, just time consuming if anything. If you do need a replacement, I have a couple in superb condition. Let me know and we'll work something out.


FNHB

__________________
1987 300SDL "Rhona" 218k
1986 300SDL "Johanna" 166k - Abducted 5/15 outta SFV Reward 4 info
1984 300TD "Petra" 212k - Parts yard pirate, arrrrgh
1982 300CD "FrankenFemme" 178k - Eyes only TS-XWRKS transplant abomination (loc. classified)
1980 230CE "Lulu" aka "Terminal" 277k - Dying the slow death
1985 300CD "Gerda" 203k - She ain't playin' SOLD
1983 300TD "Svetlana" 240k...and pleading for more. SOLD


"What a heavy load Einstein must've had...F&@%!NG morons everywhere!" - David Lynch

x2

Hmmm. Just re-read his post and initially I had a different interpretation. Yours is more likely correct, though.

What I pictured was his mityvac connection to the tranny being directly to the line down to it. Proper TS procedure would be taking a reading at the line exiting the vcv before moving on to the hard plastic line to AT. I would start by correctly adjusting the vcv before pronouncing its demise. It could be that the linkage is set to where it is actually leaking out and never passing any vacuum. Then check the hard plastic vac line dropping down to side of tranny. Pull vac on it to see if it holds. Be prepared to replace rubber fitting at modulator, you'll understand when you get there. Think constant bombardment from anything escaping the engine bay and also anyything kicked up from the road along with the usual suspects, heat and age and whatnot.

NCKMSN - Did you at least read through the first link above. If this clicks the rest is icing.


FNHB

__________________
1987 300SDL "Rhona" 218k
1986 300SDL "Johanna" 166k - Abducted 5/15 outta SFV Reward 4 info
1984 300TD "Petra" 212k - Parts yard pirate, arrrrgh
1982 300CD "FrankenFemme" 178k - Eyes only TS-XWRKS transplant abomination (loc. classified)
1980 230CE "Lulu" aka "Terminal" 277k - Dying the slow death
1985 300CD "Gerda" 203k - She ain't playin' SOLD
1983 300TD "Svetlana" 240k...and pleading for more. SOLD


"What a heavy load Einstein must've had...F&@%!NG morons everywhere!" - David Lynch

Yes I did read throught the link. I ended up removing the vcv and added vac to it with the cam in all positions. It leaks in all position too much for any vac to go to the transmission. I am now going to the local vintage mercedes junkyard to buy another vcv for $10.

__________________
1998 E320 150,000
1980 300SD 240,000
1965 190D 79,000

Where did you pull the vac from, it isn't clearly stated. If you are trying to pull vac through it with the handpump, notgonnadoit. You're correct though about leaking in all positions excluding full closed, ergo my linkage suggestion. The diesel's vacuum pump will provide constant and adequate vac to test the vcv and this can be done without removing it from the ip. You'll also witness the scale of leakage on the mityvac guage, as it increases. Just disconnect the linkage that drops down between the ip and block and connects it to rest of throttle linkage. No offense but your readiness to jump on a purchase, no matter how minimal, seems a bit quick and in the end may not accomplish anything positive. If you insist, though, good luck with your trip, I do hope you find one.



FNHB

__________________
1987 300SDL "Rhona" 218k
1986 300SDL "Johanna" 166k - Abducted 5/15 outta SFV Reward 4 info
1984 300TD "Petra" 212k - Parts yard pirate, arrrrgh
1982 300CD "FrankenFemme" 178k - Eyes only TS-XWRKS transplant abomination (loc. classified)
1980 230CE "Lulu" aka "Terminal" 277k - Dying the slow death
1985 300CD "Gerda" 203k - She ain't playin' SOLD
1983 300TD "Svetlana" 240k...and pleading for more. SOLD


"What a heavy load Einstein must've had...F&@%!NG morons everywhere!" - David Lynch

I no position did the vcv hold vac. I went to the junkyard and found one that held vac 100% in the idle position. I installed the unit on my vehicle and noticed the correct curve of 10-12 at idle then down to zero at full throttle while the car is in park.

The new vcv didnt change the shifting at all.

I then went for a drive. The mityvac shows approx 12 at idle. When I drive under normal acceleration the it drops down to approximately 5 and seems to stay there on and between all shifts.

I then hooked constant vacuum at 12 to the transmission and ran around the block quickly knowing that you don't want to keep constant vac on the trans for a long time. When I did this the 1-2 shift was so soft you could barely feel it, but it had no flare at all. 2-3 was still hard and 3-4 was even harder.

It now seems like my problem isn't vac related as several levels of vac dont seem to change the shifting in any way. I am going to take a closer look at the fluid level as it may still be a little high. Would this high fluid level make the trans shift hard and not respond to vac?

__________________
1998 E320 150,000
1980 300SD 240,000
1965 190D 79,000

You can leave a vacuum of 12" on the modulator without any harm. Usually, the shifts will be extra soft if you do so, however.

The only question I have is whether the modulator held the full 12" during the time you made the tests for the shift quality. You stated the 1-2 was so soft you could barely feel it............a characteristic of high vacuum.

If the vacuum level remained at 12" to the modulator and both the 2-3 and 3-4 were exceptionally harsh, the problem is likely internal to the transmission. I don't believe that the modulator is the culprit because the 1-2 was so soft.

Your issue is somewhat unique...........a very soft 1-2 and harsh 2-3 and 3-4 shifts.

You may get some relief with the superior shift kit that has a multitude of replacement springs............however, they usually solve the problem of excessive flaring. Your issue is quite the opposite.

I agree. I have been unable to find this situation in previous threads. Iamgoing to testdrive some more to pay attention to the 1-2 shift, because the 1-2 shift has always been soft but it seemed to soften even more. There still hasnt been comments on the overfilled transmission. I am in the process of taking more fluid out with my mityvac. I think it may be even more overfilled than I thought because when I pulled some fluid out it wasnt near the heat I expected.

I wasnt monitoring the vac when I hooked the constant 12. It however was hood straight to the main vac line and I can't see any reason for the vac to change at all.

Hey, and a new idea might be a transmission mount that is allowing the transmission to move when it shifts making it seem like a hard shift. I notice that the 1-2 shift gives a sensation of acceleration when it shifts (With normal vacuum and the new vcv, with the constant 12 it is almost nonexistent). On the other hand the 2-3 and the 3-4 shifts dont have this sensation. Who knows?



Thanks for the help Brian!!

__________________
1998 E320 150,000
1980 300SD 240,000
1965 190D 79,000