If you did something really stupid, like try to start the engine with the timing lock in place, you would be in trouble with either my copper tube or the factory lock.


For a throttle cable, I went out in the woods and found a W124. I pulled the hood latch cable and the end of the throttle cable. The end of the throttle cable has a provision for adjusting the length so you can adjust the "at rest" point of the cable. I attached the hood latch end of the cable to the throttle arm on the IP. I installed the adjustable end of the throttle cable in the fire wall. I attached the cable end to one of the arms that is activated by the foot throttle in the brake booster area. It took me about an hour from harvesting parts to having a working throttle. The only thing I lost is the cruise control.

__________________
Greg
2012 S350 BlueTEC 4Matic
2007 ML 320 CDI
2007 Leisure Travel Serenity
2006 Sprinter 432k
2005 E320 CDI
1998 SLK230 (teal)
1998 SLK230 (silver)
1996 E300D 99k, 30k on WVO
Previous:
1983 240D, on WVO
1982 300D, on WVO
1983 300CD, on WVO
1986 300SDL 237k, 25k on WVO (Deerslayer)
1991 350SDL 249k, 56k on WVO - Retired to a car spa in Phoenix
1983 380 SEC w/603 diesel, 8k on WVO
1996 E300D 351k, 177k on WVO

Definitely. My point is the copper tool could get you in trouble when turning the engine by hand to confirm IP timing or when holding the chain to tighten the sprocket bolt.

And dynamic idle control through the ELR actuator. You can turn up base idle to get around that if necessary.

How does the 606.912 governor limit compare with the 603.97?

Sixto
MB-less

You should not attempt to turn the IP, or the engine with the IP installed, if you have any kind of lock on the IP. The copper tube will get you in no more trouble then the factory tool. It should only be used to hold the IP timing in place until the IP shaft splines are engaged in the timing gear's splines.

I need to start a separate thread on the 606/ 603 IP swap. I have only driven the car 5 miles since the swap. I will drive it about 80 miles tomorrow and have a better idea of how it runs with that IP. I already know that it can over fuel the N/A engine.

Thread on IP swap: IP Swap: 603 IP into a 606 engine

__________________
Greg
2012 S350 BlueTEC 4Matic
2007 ML 320 CDI
2007 Leisure Travel Serenity
2006 Sprinter 432k
2005 E320 CDI
1998 SLK230 (teal)
1998 SLK230 (silver)
1996 E300D 99k, 30k on WVO
Previous:
1983 240D, on WVO
1982 300D, on WVO
1983 300CD, on WVO
1986 300SDL 237k, 25k on WVO (Deerslayer)
1991 350SDL 249k, 56k on WVO - Retired to a car spa in Phoenix
1983 380 SEC w/603 diesel, 8k on WVO
1996 E300D 351k, 177k on WVO

I have been replacing the vacuum pump and timing gear on a W210 OM606.912 and have managed to reassemble the car but the injection timing is off. The car tried to start after the fuel delivery and fumbled and died.
Today I disassembled the engine again, painfully after 3 months, and am at the point of removing the injection pump.
Question is can I visually time the pump correctly? Will I need too bring it in to someone with the digital tools in order to get it right?
I believe that I installed the timing gear a spline or two off, may be more.
Now I cannot get the basket to hold the gear or the locking tool. Will try the wooden dowel method to lock the pump and have an assistant hold the gear in place tomorrow. Do you think that this will work?
Thank you for your time.