Who Does Injection Pump Testing/Adjust ?? - PeachParts Mercedes-Benz Forum

Gregory · #1 03-21-2014, 01:53 PM

Is there a member here who cleans, tests & adjusts injection pumps?

barry12345 · #2 03-21-2014, 08:23 PM

Not to my knowledge. The equipement required is expensive so even if we have a few members that could do it. They do not have the required equipment.

Diesel911 · #3 03-22-2014, 12:00 AM

If you have all of the Proper Equipment you also need to have the Sheet with the Spec and adjustments.

compress ignite · #4 03-22-2014, 12:49 AM

Call and Ask:

Rebuilt Injection pump and Injectors for your car, truck, industrial, construction, farm, truck or bus application.

Gregory · #5 03-22-2014, 07:29 AM

Quote:

Originally Posted by compress ignite

Call and Ask:

Rebuilt Injection pump and Injectors for your car, truck, industrial, construction, farm, truck or bus application.

Thank you for this link.

How can one tell when it is time to rebuild the IP?

In my case, the PO installed a 1983 300DT engine into the 1984 300SD. The donor engine he installed has 130K, the old engine had 215K.

Because the donor engine had sat on a pallet for many years, he thought that the donor IP was full of diesel sludge & goo. So he swapped IPs, putting the '84 300SD IP w/215K on the '83 300DT engine.

I have adjusted the IP away from the engine block as far as it will go and the engine still idles very rough when cold. It does run much better now than before that adjustment. The engine seems to run well when going at speed and the idle is certainly smoother when its warmed up.

I have the spare IP from the donor engine, 1983 w/130k miles. If I need to remove the current IP to time it properly, by moving the gear engagement by one or two gear teeth, I was thinking it might be prudent to rebuild the spare IP and install it instead. However the rebuild is another $1,000 extra cost.

Gregory · #6 03-22-2014, 08:44 AM

Quote:

Originally Posted by Momoclo

Your symptoms describe retarded injection timing.

An injection pump rarely fails unless it is neglected or abused. They are very hardy devices and should last the life of the engine if basic engine maintenance is cared for.
Rebuild criteria would be low fuel delivery on one cylinder, unusual operating conditions caused by governor parts wear that can't be corrected with external adjustments, excessive wear caused by "alternative" fuels or damage from running without engine oil.

I wouldn't worry about a pump sitting on an engine on a pallet unless an injector line(s) was removed and the pressure side left open to the air. As long as there was fuel in the lines to keep out moisture it should be fine.

Thank you.

That would mean that the IP presently on the engine, the 1984 w/215K, which seems to be OK, probably is OK. One other thing. The 1984 engine failed due to having run out of oil and was seized.

The spare IP, the 1983 with 130K, remains an unknown. I have no idea if the engine was stored with fuel in the injector lines. Those lines were probably attached, as I do have two sets of IP to injector lines.

Additionally, the car presently shows white smoke when first started and is cold. When warmed up, no smoke.

Gregory · #7 03-22-2014, 10:40 AM

Since the engine/IP timing is still retarded would it be possible fix it by turning the engine until the IP lock tool engages (the one that goes in the side port).

Then carefully unbolt the clutter and the IP, then slide it out until the gear/spline just barely disengages.

Then turn the engine or IP body very slightly (the correct direction, whatever that is) and re-engage the gear/spline to the IP exactly one tooth advanced from the present position.

Thus removing the retarded timing.

barry12345 · #8 03-22-2014, 10:57 AM

Your ideal sounds fine. Although once the pump is disengaged . You turn the crank one complete turn and then keep going until you get to your timing mark on the damper you want. This takes and keeps the slack out of the situation that could occur .If you were to turn the engine backwards. In other words you are looking to turn the crankshaft two rotations or very close to that to get where you want to be.

Plus keeps the injection pump on the right cycle. If anyone can give a better explanation please do so. This method gives you a better chance of setting the pump midrange in the adjustment slot.

Junkman · #9 03-22-2014, 08:49 PM

I remember seeing pump timing in the FSM but haven't had to do it.