No, thats no how it works. There are 2 separate chambers in the lifter body. You're talking about filling up the spring loaded piston body in the center which I didn't touch and the lifter body. I only filled the lifter body which has to be filled completely before any oil can be pumped into the piston. This is how my machine shop told me to prep them prior to instalation. Compressing and filling the piston body is a bad idea. You only want that to happen once the engine is running. Using air pressure in the tupperware contrainer isn't enough to compress the piston body. It can only force air out of the lifter body.

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OK gotcha, thanks for ed-u-ma-cating me!

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Respectfully,
/s/
M. Dillon
'87 124.193 (300TD) "White Whale", ~392k miles, 3.5l IP fitted
'95 124.131 (E300) "Sapphire", 380k miles
'73 Balboa 20 "Sanctification"
Charleston SC

Hey tristen,, have you ever put any of that stuff back together ror-are you obsessive compulsive hoarding all the random bits in old tv dinner trays around the pad
be careful you don't get any vaccum pump spring thingees reinstalled in a 722 by mistake!

I popped the INA lifters in over the weekend and she fired right up. Theres no more top end noise at all in any circumstance. While I had the cam out I measured the lobes for wear vs my spare #17 cam and ended up using it in my #14 head. A few of the lobes were slightly worn on the #14 cam.


#17 left, #14 right. As far as I can tell they are identical although the stamped PN is different.

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you are missing the brackets for the fuel hard line,

the pressure is around 2000 psi, pulsing,


unless you took them off,

the vibration goes on the fittings,

i broke one fitting

I took them off 30k miles ago because the plastic fittings are worthless. I have a much more reliable way of securing the lines.

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Chief ancient post excavator here, I just read this thread and I'm collecting parts to do the same.
I'll be sourcing used lifters to rebuild so I can just swap over in a weekend, but could I freshen up the lifter face which the cam lobe acts on? Get them surface ground back to flat at a machinists for example?

As I understand the WIS instructs not to mix them up because they wear to their respective cam lobes as per other engine parts, however my used ones will of course be from a different engine (OM606.962).

Any input greatly appreciated.

Thanks, H

I would suggest buying new ones. Quick search for "INA 6010500825" found several vendors for $11-12 a pop. While definitely possible, rebuilding the inner piston, ball and spring is bordering on watch making and you won't know if you were successful until you've reinstalled them into the car.

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From what I understand (and I am NOT an engine expert) you can refurbish lifters/tappets in an existing engine with the existing camshaft provided that you keep each tappet in its original location. The tappet face wears to the cam lobe that acts upon it.

If you mix up the order, or if you need to replace the tappets, buy new ones. Supposedly using worn tappets in the wrong locations can/will wreck your cam lobes. The tappets are a lot cheaper than a new camshaft AND tappets.

For what it's worth, I did refurbish my tappets and hydraulic chain tensioner in my SDL. Both refurbishments were successful and the top end is still silent on my engine. The goop that came out of all the parts I cleaned was truly something to behold (and smell).

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Current stable:
1995 E320 149K (Nancy)
1983 500SL 120K (SLoL)

Black Sheep:
1985 524TD 167K (TotalDumpster™)

Gone but not forgotten:
1986 300SDL (RIP)
1991 350SD
1991 560SEL
1990 560SEL
1986 500SEL Euro (Rusted to nothing at 47K!)

Would you please give more details about your line securing method? Thanks

Cable ties!

I mean zip ties!

Many zip ties. The thing is, the injector hard lines have been removed and installed so many times, they're deformed and no longer click into place with the plastic clips. I'm not going to start re bending hard lines.

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Thanks. What do you zip tie the lines to? Any pics?

Bump bump