The engine is closer to 38 HP at the moment.

This was a 70+ MPH rolling vertical impact (that did not stop the car).
The lower oil pan deformed in the oil pump pickup area.
This oil pan punched the rubber pickup into itself = cutting off oil supply.

My best guess at this point:
* Secondary accessories damage = pull all of the belts and test - run the engine.
* Engine bearing oil starvation damage.
* After reading what he has done + several discussions / diagnostics, the fuel supply system is totally eliminated. If removing the belts does nothing, and he can find another (good used) injection pump, it would be worth trying.

Complete 40 channel accelerometer (instrumentation G-force) impact data from this incident would be highly educational, unfortunately it does not exist.

FYI:
The symptoms have a few similarities with the following thread. Warning: This is huge 855 posts.

wont start for anything! 1985 300SD
wont start for anything! 1985 300SD

As I recall, he went through five injection pumps before the engine was running right.


.

__________________
ASE Master Mechanic
https://whunter.carrd.co/

Prototype R&D/testing:
Thermal & Aerodynamic System Engineering (TASE) Senior vehicle instrumentation technician.
Noise Vibration and Harshness (NVH).
Dynamometer.
Heat exchanger durability.
HV-A/C Climate Control.
Vehicle build.
Fleet Durability
Technical Quality Auditor.
Automotive Technical Writer

1985 300SD
1983 300D
2003 Volvo V70

https://www.boldegoist.com/

Interesting thread. Quite frustrating to get through the 160 some odd posts and finding no solution.

I hate to be argumentative, but to run an engine that is consuming more than 35hp in friction and not smelling burning oil is a bit hard to conceive of - in fact, it would seem not feasible to me, especially if the load is supposed to be coming from a single main bearing. The normal friction losses for this device are miniscule compared to 35hp. There is no where near the oil flow to keep the machine from melting the babbit on the bearing shells for that kind of load. So, take the oil filter out, cut it apart and inspect the element (the main flow element, and the bypass section) for particulate metallic particles. They will be there if the bearing spun. Or any other source of unusual metallic part wear is contaminating the oil system.

I would suggest if there was a 35 hp or so load on the engine at 2000 rpm or so, there would be some good smoke coming from the tailpipe and the turbo would be beginning to pump out some measurable net intake manifold pressure. And so would a lot of oil smoke if there is a friction load of that size inside the engine that would be obvious with the valve cover cap off.

The problem, if it is friction or accessory load related, the mechanism is speed sensitive. Without the AC on, the bulk of the rest of the losses from belt driven accessories are tiny, even the water pump load is tiny at this rpm (it runs on a cubic curve for speed vs. power, so at less than half speed, the load is less than 12% rated - for this to be 35hp the pump would have to be noticeably difficult to turn by hand, and the same is basically true for the rest of the accessories - in the off position the are idling on a shaft).

The problem is either friction related, and that seems unlikely, but it does fit the trend of increasing load with increasing speed, or it is fueling which also fits the bill because if the fuel delivery rate is limited the engine will speed up until the engine speed limit at that fuel delivery rate is reached, and then stop.

I have had a lot of problems, without bottoming the suspension, with these era throttle linkages. I am less familiar with the 617 turbo engine, but the linkage system appears to be similar to the 240D of the early 1980s. This system has a number of direction changes (from foot actuation to injection pump lever actuation) and a series of devices that can be damaged, and only become apparent by tracing poor engine fueling to the various joints.

I know it sounds like covered ground, but I would disassemble the entire linkage and inspect it, then reassemble and adjust per the previously linked instructions. The same with the ALDA and the associated manifold pressure control system. Old, cracked lines will not get a pressure signal to the ALDA and there will be no fuel enrichment as rpm and load increase. In fact, given the age and the brittleness of the vacuum lines, it is probably a good idea to inspect and replace any and all vacuum lines. A shock load can easily damage these lines.

Interesting thread, hope the solution reveals itself soon.

Jim

__________________
Own:
1986 Euro 190E 2.3-16 (291,000 miles),
1998 E300D TurboDiesel, 231,000 miles -purchased with 45,000,
1988 300E 5-speed 252,000 miles,
1983 240D 4-speed, purchased w/136,000, now with 222,000 miles.
2009 ML320CDI Bluetec, 89,000 miles

Owned:
1971 220D (250,000 miles plus, sold to father-in-law),
1975 240D (245,000 miles - died of body rot),
1991 350SD (176,560 miles, weakest Benz I have owned),
1999 C230 Sport (45,400 miles),
1982 240D (321,000 miles, put to sleep)

To the OP:

No need to bother with all of that work.

Can the owner of the vehicle simply disconnect the linkage at the IP and move the arm on the IP, manually, while the engine is running at idle?

See if he can rev the engine above 2500 rpm without using the accelerator pedal in the cabin.

Forgive my ignorance if this has already been attempted.

"Cutting off oil supply" is new. Previous to this, it's been reported that the oil pressure and oil pump was fine.

post #13 "The oil pump is fine, the dent just crushed the rubber piece on the bottom. It definitely still has oil pressure."

Would it be safe to say now that the engine stalled a mile after the impact due to oil starvation?

__________________
85 300D turbo pristine w 157k when purchased 167,870 July 2025
83 300 D turbo 297K runs great. SOLD!
83 240D 4 spd manual- parted out then junked

The first fix after the car was towed back to the owners (Brad) house, was to change the oil pan. Post # 13 was AFTER the oil pan was replaced.

__________________

All Diesel Fleet
1985 R107 300SLD TURBODIESEL
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LOTS of parts for sale!


EGR block kit
http://www.peachparts.com/shopforum/diesel-discussion/355250-sale-egr-delete-block-off-plate-kit.html

1985 CA emissions 617 owners- You Need This!
Sanden style A/C Compressor Mounting Kit for your 616/ 617 For Sale + Install Inst.

Sanden Instalation Guide (post 11):
http://www.peachparts.com/shopforum/diesel-discussion/367883-sanden-retrofit-installation-guide.html

Sorry, missed that. It's hard to keep track of chronology of events. Do you still have the oil pan and the crushed rubber piece on the bottom? Take a closer look at those parts and see if it could have caused oil starvation.

WHunter says the car was going 70 mph for a mile before it stalled. Is that true? Wouldn't running with low or no oil pressure for that long at high rpm cause more than one "spun bearing".

I don't suppose Brad looked at the oil pressure gauge after the impact? Maybe worth asking him.

Also ask him when the engine did not re-start after it stalled, whether the engine turned laboriously or did not turn at all. This may indicate the severity of the seizure at the time.

__________________
85 300D turbo pristine w 157k when purchased 167,870 July 2025
83 300 D turbo 297K runs great. SOLD!
83 240D 4 spd manual- parted out then junked

Yes, IMO it is highly likely.
I have been through this scenario on customer cars before, usually it is a parking barrier crushing oil pan to pickup = oil starvation damage.


.

__________________
ASE Master Mechanic
https://whunter.carrd.co/

Prototype R&D/testing:
Thermal & Aerodynamic System Engineering (TASE) Senior vehicle instrumentation technician.
Noise Vibration and Harshness (NVH).
Dynamometer.
Heat exchanger durability.
HV-A/C Climate Control.
Vehicle build.
Fleet Durability
Technical Quality Auditor.
Automotive Technical Writer

1985 300SD
1983 300D
2003 Volvo V70

https://www.boldegoist.com/

If the engine suffered oil starvation and one of the mains is partially seized, you'll have to come up with an explanation of how it can start and idle without any additional fuel feed.

It apparently idles within the range of the governor, an impossible task if a main bearing has "spun".

try the good IP with that second set of injectors

max out the rack lever when drip timing.

inspect the fuel filter housing , banjos and clear lines for cracks etc..

__________________

Three injection pumps, I suspect his answer will be NO.

.

Is that your response to technical suggestions? sounds frustrated.

As I recall, it was 2 IPs and it is currently set up with the old one. Its far easier than pulling an engine.

You spoke to him, perhaps you have more info than we do.... Its a strange case for sure, but there's no need to displace the shortcomings onto me.

__________________

I am still placing my bets on fuel delivery.

__________________
85 300D turbo pristine w 157k when purchased 167,870 July 2025
83 300 D turbo 297K runs great. SOLD!
83 240D 4 spd manual- parted out then junked

If you loosened the pump mounts couldn't you advance the pump manually with pry bar or something as someone slowly increases throttle?

__________________
2004 F150 4.6L -My Daily
2007 Volvo XC70 -Wife's Daily
1998 Ford F150 -Rear ended
1989 J-spec 420SEL -passed onto its new keeper
1982 BMW 733i -fixed and traded for the 420SEL
2003 Volvo V70 5 Speed -scrapped
1997 E290 Turbo Diesel Wagon -traded for above
1992 BMW 525i -traded in
1990 Silver 300TE -hated the M103
1985 Grey 380SE Diesel Conversion, 2.47 rear end, ABS -Sold, really should have kept this one
1979 Silver 300D "The Silver Slug" -Sold

The range of the adjustment mechanism is quite limited compared to the advance mechanism, however, one could get some idea if this might be the issue if the timing was advanced to the maximum degree possible using the adjustment slots on the IP.

If the engine behaves marginally better with the timing change, it would point the OP toward the direction of the timer again.

The OP must understand that a significant improvement is not possible by simply rotating the IP. The test is done strictly as a diagnostic tool. Any increase in RPM would be considered a successful test.

Brian,

I am intrigued. Wouldn't full throttle fuel flow with an improper injection timing setting just make more smoke?

Does this engine, like the 240D, have any intake side or other mechanisms to preclude runaway at idle conditions? Old 220D and 240D engines had some air flow limiting devices that were manipulated by throttle linkages going over and behind the engine. With those older cars, if the linkage didn't work, there was no power as there was not sufficient air. But they did smoke under those conditions.

Jim

__________________
Own:
1986 Euro 190E 2.3-16 (291,000 miles),
1998 E300D TurboDiesel, 231,000 miles -purchased with 45,000,
1988 300E 5-speed 252,000 miles,
1983 240D 4-speed, purchased w/136,000, now with 222,000 miles.
2009 ML320CDI Bluetec, 89,000 miles

Owned:
1971 220D (250,000 miles plus, sold to father-in-law),
1975 240D (245,000 miles - died of body rot),
1991 350SD (176,560 miles, weakest Benz I have owned),
1999 C230 Sport (45,400 miles),
1982 240D (321,000 miles, put to sleep)