The basket won’t assure IP timing. It just keeps the sprocket about where it is when installed. You have to check IP timing whenever the sprocket is separated from the IP. Basket is nice, far from necessary.

Sixto
05 E320 wagon 199K miles

I kind of see what you’re saying.

This Russian video of a 606 around 4:30 where they install the new one is kind of just whirling around that timing device.

https://youtu.be/KiteE6L-epY

It seems to my untrained thought process that hasn’t done one of these before, that assuming the timing device gear remains engaged consistently with the same opening in the chain, and the op doesn’t get into a different spline, then timing should stay the same.

It can’t go far. I think I’d argue too that if the basket is used, so the timing device can’t disengage from the chain, then the only thing that can go wrong is the IP inserts in a different spline.

Am I getting this sort of straight?

And the correct verification is two turns of the engine, then verify that the little timing indicator in the IP viewing hole still is centered and that the locking pin will engage as before?

And if not, remove the IP and move it one spline one way or another???

Seems like for a newbie, having the basket is a bit of insurance against frustration or fear if nothing else.

Does this all make sense?

Thanks for the time and insight!

__________________
Current Diesels:
1981 240D (73K)
1982 300CD (169k)
1985 190D (169k)
1991 350SD (113k)
1991 350SD (206k)
1991 300D (228k)
1993 300SD (291k)
1993 300D 2.5T (338k)
1996 Dodge Ram CTD (442k)
1996 Dodge Ram CTD (265k)

Past Diesels:
1983 300D (228K)
1985 300D (233K)

Was watching a good UK video on pump install and note what he uses. It doesn’t seem that the indexing of the chain links to the timing device teeth matters. You just don’t want it to fall too far.

__________________
Current Diesels:
1981 240D (73K)
1982 300CD (169k)
1985 190D (169k)
1991 350SD (113k)
1991 350SD (206k)
1991 300D (228k)
1993 300SD (291k)
1993 300D 2.5T (338k)
1996 Dodge Ram CTD (442k)
1996 Dodge Ram CTD (265k)

Past Diesels:
1983 300D (228K)
1985 300D (233K)

What’s the job at hand?

If you’re replacing the IP, if you don’t remove the tensioner, don’t move the crank or cam, fit the IP with tang centered, there’s nothing more to do. It doesn’t matter that the IP is off a spline or two relative to how it came off as long as the tang is in the same position and the crank is at 14*ATDC #1. There should be enough give in the injector lines.

You need to confirm timing if you remove the tensioner or the sprocket from the chain. Eyeballing is a pain. Get a locking tool or fashion a locking dowel from a drill bit.

Sixto
05 E320 wagon 199K miles

The job at hand is to remove my IP (with timing set, locking pin installed, as I have one already), replace leaking oil seals, re-install IP. Then verify timing and get it all operational.

I would agree assuming I don’t turn the engine, or change the locking pin, it should be ok. But the removal of the timing device gear, leaving it loose without the basket was what worried me. What could go wrong? And how do I verify?

Seems I can get it close and then turn the engine over to verify, I should be ok.

__________________
Current Diesels:
1981 240D (73K)
1982 300CD (169k)
1985 190D (169k)
1991 350SD (113k)
1991 350SD (206k)
1991 300D (228k)
1993 300SD (291k)
1993 300D 2.5T (338k)
1996 Dodge Ram CTD (442k)
1996 Dodge Ram CTD (265k)

Past Diesels:
1983 300D (228K)
1985 300D (233K)

You can get creative with strap steel and the vacuum pump bolts and/or basket bolt to fashion hangers to limit sprocket movement while the IP is out.

If you need something to keep you up, what happens if before you remove the IP you center the tang and the crank pulley isn’t at 14*ATDC?

Sixto
05 E320 wagon 199K miles

Isn’t that the point of the tang being centered?

The crank pulley can be wherever you wish it. Ideally you lock the IP, set the engine where you want it, then install the pump.

__________________
Current Diesels:
1981 240D (73K)
1982 300CD (169k)
1985 190D (169k)
1991 350SD (113k)
1991 350SD (206k)
1991 300D (228k)
1993 300SD (291k)
1993 300D 2.5T (338k)
1996 Dodge Ram CTD (442k)
1996 Dodge Ram CTD (265k)

Past Diesels:
1983 300D (228K)
1985 300D (233K)