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  #1  
Old 10-10-2013, 03:40 PM
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Location: San Diego, CA
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For anyone in San Diego needing parts or a project - giving up on my 1987 300TD

At long last I'm giving up

After following all the troubleshooting advice you awesome fellows have offered, I still haven't been able to find the culprit behind my lack of power issue.
The turbo outputs 15+ PSI under load (tested via intake manifold boost pressure line output), boost pressure line and vacuum lines are clear (and match the 603.96x vacuum diagram supplied by sixto), the car starts instantly and idles perfectly with literally zero engine shake, both fuel filters replaced, new air filter, accelerator pedal engages the throttle to its fullest throw, and finally, the non-engine peripherals (transmission, fuel tank/tank screen, waste gate actuator on firewall, and everything else not bolted to the engine) are ORIGINAL since before installing the 'new' engine (#22 head) that exhibits this problem. In other words the car was a ROCKET with all the same components and a different engine+IP (original, #14 head).

To elaborate on the performance problem, the car lacks power evenly and consistently at ALL rpms. She's extremely sluggish from a stop and accelerates sluggishly at all speeds. It can reach 80+mph on a flat freeway, but it's slower than my 1980 non-turbo 300TD. I can hear the turbo spooling up at the normal ~2500 rpms and can BARELY feel its affect. Up-shifting is late in all gears. There is no engine faltering/hesitation/missing or that feeling of restricted fuel flow at high RPMs like a clogged filter would cause.

Onager Corporation at 789 Energy Way in Chula Vista, CA just called me back about the car saying that THEY give up in trying to find a solution, without even charging me one cent. They only work on 1950s to 1980s Mercedes, have a very good reputation here on the forums, and were completely honest with me - at first they were going to do a compression and injector test but when the owner Bob went through the car he said there's no way those tests would lead to a solution, that it would be a waste of money for me. He was stumped. Leads me to think the IP is at fault, which I know is rare, but there's nothing else left right?

Here's the craigslist ad I just posted for anyone interested in parts or who wants to continue the project: http://sandiego.craigslist.org/csd/cto/4121497673.html
I'm willing to start parting her out if that's what it takes. I guess this is my last ditch effort to see if I missed anything. Thanks so much for all the help you guys have given me! I'll probably be reverting to a W123 wagon, as my 1980 was so awesomely reliable.

Cheers,
Daniel

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1987 300TD, 200,000 miles - Nice upgrade from my old
Blue '80 300TD, which is still runnin like a champ on WVO - 450,000 miles.
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  #2  
Old 10-10-2013, 03:45 PM
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I don't see a craigslist link. Is this the one - 1987 300TD Mercedes Diesel wagon ?

It must be the IP if you know the exhaust system isn't backed up.

Sixto
87 300D
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  #3  
Old 10-10-2013, 03:47 PM
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Oops, forgot to include the link at first. 1987 300TD Mercedes Diesel wagon
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1987 300TD, 200,000 miles - Nice upgrade from my old
Blue '80 300TD, which is still runnin like a champ on WVO - 450,000 miles.
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  #4  
Old 10-10-2013, 05:54 PM
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Could it be embarrased by the chalk job and refuses to run ??
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  #5  
Old 10-10-2013, 08:24 PM
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Have you tried removing the ALDA completely? I dig the artwork.
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Old 10-10-2013, 08:28 PM
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First I tried shimming the ALDA with a 1mm thick copper washer (almost no perceivable effect), and then I loosened it to the point of removal but left it in place (to avoid particles falling into the hole) and did a test drive, pretty much no effect either. I feel like the engine sounded a bit more 'airy' but it had little to no effect on performance..
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1987 300TD, 200,000 miles - Nice upgrade from my old
Blue '80 300TD, which is still runnin like a champ on WVO - 450,000 miles.
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  #7  
Old 10-10-2013, 08:30 PM
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Weird. Does it blow a lot of smoke out the back under hard acceleration? Is it easy to start in the morning?

When you had the ALDA almost completely loose, did the amount of throttle input for a given amount of power change at all? In other words did it take much less accelerator pedal travel for the same power.
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Old 10-10-2013, 08:35 PM
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Since I replaced all 6 glow plugs it starts instantly in the mornings.. I'm talking 1 engine turnover quick, about half a second of key-hold, even after only a few seconds of glowing. Even with the alda shimmed and not tightened there's little to no black smoke.
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1987 300TD, 200,000 miles - Nice upgrade from my old
Blue '80 300TD, which is still runnin like a champ on WVO - 450,000 miles.
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  #9  
Old 10-10-2013, 08:38 PM
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Have you tried running it without the fuel filler cap on it? It could be a plugged vent... My only other thought would be timing or possibly the timing device not advancing...
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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
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  #10  
Old 10-10-2013, 08:42 PM
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I doubt that the vent got clogged at the same exact time I replaced the engine, but I'll check anyway. As far as checking the timing I haven't found any good DIYs for that.. is it something I could do myself? Also could you expand on the timing device not advancing hypothesis? - I'm not sure I understand how that exactly works.
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1987 300TD, 200,000 miles - Nice upgrade from my old
Blue '80 300TD, which is still runnin like a champ on WVO - 450,000 miles.
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  #11  
Old 10-10-2013, 08:49 PM
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I've never messed with the timing myself but have read numerous threads on it. Basically you have to check for the start of delivery which means you are checking that the fuel starts to flow to the injector exactly when the engine wants ti too. I'm not sure the exact spec for the 603.x but I'll take a look and see if I can find something.

The timing device is fitted just behind the vacuum pump I believe. It is what the drives the injector pump on the other side. Basically is changed the pump timing based on engine speed so that the faster the engine is turning the earlier the the fuel begins to inject...

I'll do a quick search and see if I can find some info for you
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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
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  #12  
Old 10-10-2013, 09:07 PM
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Pump timing how to


I can't seem to find much on the timing device though. Maybe someone else can chime in
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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

Last edited by dude99; 10-10-2013 at 09:42 PM.
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  #13  
Old 10-11-2013, 12:06 PM
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Man, if I had the time and money, I be over there to give it a good home. Alas, still have not sold the Volvo...

I sure hope you do not have to sell it and can keep it for many more years. I too have been frustrated enough with an auto enough to consider selling it.

How about a can of purge? Algae?
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1985 Mercedes-Benz 300TDT - Rear ended 23 September 2016 and now looking for a new home.

1979 Mercedes-Benz 300TD - Parted out.

1964 Volkswgen Beetle - Vater's since September 1968 and undergoing a restoration.

1971 Volkswagen Sunroof Squareback with F.I. - in need of full restoration.

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  #14  
Old 10-11-2013, 03:38 PM
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How to test IP in 87 300TD

If it appears that the injection pump is likely to be the problem, how can this be tested? If it is determined to be ill, how much to replace or rebuild?
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  #15  
Old 10-11-2013, 03:51 PM
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smoke gets in your eyes
 
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Figure $1000 to bring the IP to spec at a reputable shop like Pacific Fuel Injection (Bay Area 02 | Features | Gus Pfister Interview and Story) near SFO, though I imagine any Bosch shop can handle it. Meanwhile the Meken himself shared this - Superpump builder in USA

Sixto
87 300D

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