Ok, then why is the engine not getting fuel and stopping after about 4 seconds? If the SOV is blown, there shouldn't be any fuel at all for any sort of starting. There is fuel in the lines and the air in line #1 is as you describe.

__________________
2001 Ford F250 Powerstroke, 2WD with ZF6 manual. B100 and running bypass oil filtration.
1999 Mercedes E300 TD, purchased 4/15.
1989 Chevy Suburban V2500, doing a transplant of a 500in^3 Cadillac V8 into said truck for expedition camping.
Long time biodiesel brewer, fuel filtered to .01 micron.

122k miles.

__________________
2001 Ford F250 Powerstroke, 2WD with ZF6 manual. B100 and running bypass oil filtration.
1999 Mercedes E300 TD, purchased 4/15.
1989 Chevy Suburban V2500, doing a transplant of a 500in^3 Cadillac V8 into said truck for expedition camping.
Long time biodiesel brewer, fuel filtered to .01 micron.

Have you tried removing the fuel filler cap? If the tank vent is plugged the fuel tank may be under vacuum. Although the lift pumps usually collapse the tank before the engine dies, just a thought... I can't remember and I'm too lazy to go read through everything again, but have you cleaned the fuel strainer in the tank?

__________________
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

Yeah I put a new fuel strainer in the tank when this problem first came up. I thought it was a fuel starvation issue due to a clogged strainer. The fuel strainer was nice and clean, but I put a new one in anyway. No leaks after installing the new unit.

__________________
2001 Ford F250 Powerstroke, 2WD with ZF6 manual. B100 and running bypass oil filtration.
1999 Mercedes E300 TD, purchased 4/15.
1989 Chevy Suburban V2500, doing a transplant of a 500in^3 Cadillac V8 into said truck for expedition camping.
Long time biodiesel brewer, fuel filtered to .01 micron.

Wow....seems like really low miles for a clogged cat. Did you mechanic have any thoughts as to how that could happen so early?

__________________
14 E250 Bluetec 4Matic "Sinclair", Palladium Silver on Black, 154k miles
06 E320 CDI "Rutherford", Black on Tan, 172k mi, Stage 1 tune, tuned TCU
91 300D "Otis", Smoke Silver, 142k mi, wastegate conversion

19 Honda CR-V EX 61k mi
Fourteen other MB's owned and sold
1961 Very Tolerant Wife

Yeah that is pretty low. However, who thought it would be a great idea to put a catalytic converter behind a diesel oughtta be horsewhipped.

__________________
2001 Ford F250 Powerstroke, 2WD with ZF6 manual. B100 and running bypass oil filtration.
1999 Mercedes E300 TD, purchased 4/15.
1989 Chevy Suburban V2500, doing a transplant of a 500in^3 Cadillac V8 into said truck for expedition camping.
Long time biodiesel brewer, fuel filtered to .01 micron.

I don't know how far you are into it right now but one thing I have done for diagnostic purposes in the past, is to pull the side cover off the pump and observe the rack movement.

Check to make sure the rack isn't slipping back at the time the engine quits. If it does, something is commanding it back or it's a loss of signal. If the rack stays steady, then the fuel is being stopped somewhere else.

Reading back through the thread, I see you say that no fuel appears to be moving in the lines. Were any of the lines removed during the repair process of the EGR? It's possible to get them swapped the wrong way and the engine will have a difficult time starting and staying running.

__________________
-Evan


Benz Fleet:
1968 UNIMOG 404.114
1998 E300
2008 E63


Non-Benz Fleet:
1992 Aerostar
1993 MR2
2000 F250

No, none the fuel lines have been disconnected.

__________________
2001 Ford F250 Powerstroke, 2WD with ZF6 manual. B100 and running bypass oil filtration.
1999 Mercedes E300 TD, purchased 4/15.
1989 Chevy Suburban V2500, doing a transplant of a 500in^3 Cadillac V8 into said truck for expedition camping.
Long time biodiesel brewer, fuel filtered to .01 micron.

Ok, fuel pump is putting out 7psi fuel pressure but something in the computer is telling the engine to shutoff. I'm going to the mechanic's here shortly to help with the diagnosis.

__________________
2001 Ford F250 Powerstroke, 2WD with ZF6 manual. B100 and running bypass oil filtration.
1999 Mercedes E300 TD, purchased 4/15.
1989 Chevy Suburban V2500, doing a transplant of a 500in^3 Cadillac V8 into said truck for expedition camping.
Long time biodiesel brewer, fuel filtered to .01 micron.

What part of the country are you in? Maybe a local member can assist.

__________________
-Evan


Benz Fleet:
1968 UNIMOG 404.114
1998 E300
2008 E63


Non-Benz Fleet:
1992 Aerostar
1993 MR2
2000 F250

Im in the Seattle area. Update: It's now starting to look like the ECM has gone belly up (BU).

I wasn't too thrilled to hear this as it will probably be a MB only part and the ECM is matched to the car itself using the VIN number.

The fuel pump is behaving normally but something is not getting power to the ECM. The tech cannot get his diagnostic computer and the ECM to communicate. So of course, Mercedes in their wonderful wisdom have the ECM linked to the injection pump rack and if that is tits up, the rack won't move to start the engine. The engine will run for 3 seconds tops and then die because no signal is being sent from the ECM.

I'm already 2800 bucks into this, not too thrilled (a huge understatement) of throwing maybe another 1500 bucks for a control module.

In all the years and many vehicles I've owned I've never had an ECU take a dump on me.

And I've never had a cascade series of failures like this in any vehicle. First the cat slowly clogs, then it blows the EGR and now the f&*^^ing ECM takes a dive? I can only take the mechanic's word on this, they want to get this thing fixed as much as I do, it's been clogging up their lot for nearly a month and they're tired of pushing it in and out of their shop. I just want my car back and running. My patience is wearing very thin and I don't want to take it out on someone.

__________________
2001 Ford F250 Powerstroke, 2WD with ZF6 manual. B100 and running bypass oil filtration.
1999 Mercedes E300 TD, purchased 4/15.
1989 Chevy Suburban V2500, doing a transplant of a 500in^3 Cadillac V8 into said truck for expedition camping.
Long time biodiesel brewer, fuel filtered to .01 micron.

You're getting to the point where you really need to open the side cover of the pump and observe the behavior of the rack. If the rack is at rest (full rear) the fuel is shut off and the engine won't run at all, even a few seconds.

Normal:

Switch on - rack will cycle full on and settle back to idle position (about 6mm up from full rear).
Cranking - the rack will remain steady at 6mm until either the engine starts or cranking continues. If the engine starts, the rack will move back and forth to stabilize the idle and then remain basically motionless at a steady idle. If the engine doesn't start, the rack will move slowly forward in an attempt to increase fueling and/or purge any air in the system. Once again, when the engine starts, the rack should immediately settle down to the idle management position.

When the engine is running, you can take your finger and push the rack forward to rev the engine up. You should feel the ECU fighting you to maintain idle. Same if you push the rack rearward, the ECU will push back to maintain RPMs.

__________________
-Evan


Benz Fleet:
1968 UNIMOG 404.114
1998 E300
2008 E63


Non-Benz Fleet:
1992 Aerostar
1993 MR2
2000 F250

I will have them look at it. However, the car was running albeit it lousy when it came in. Now they can't get the ECM to communicate with their diagnostic equipment. If the ECM was blown by them working on it, then they need to replace the ECM whether the rack is moving correctly or not.

I'm assuming that this all has to be done with the intake manifold removed as there is no way in hell I can get my large hands in there to move any sort of IP rack.

__________________
2001 Ford F250 Powerstroke, 2WD with ZF6 manual. B100 and running bypass oil filtration.
1999 Mercedes E300 TD, purchased 4/15.
1989 Chevy Suburban V2500, doing a transplant of a 500in^3 Cadillac V8 into said truck for expedition camping.
Long time biodiesel brewer, fuel filtered to .01 micron.

Correct. Removing the IM isn't a huge deal and it opens up a whole lot of room to observe and pump, fuel lines and electrical connections.

__________________
-Evan


Benz Fleet:
1968 UNIMOG 404.114
1998 E300
2008 E63


Non-Benz Fleet:
1992 Aerostar
1993 MR2
2000 F250

Ok, I will have them look at the rack. I'm also assuming that the item to put a hand on is at the rear of the IP? Further if the rack does not move, then what? Is the ECM toast as they say?

__________________
2001 Ford F250 Powerstroke, 2WD with ZF6 manual. B100 and running bypass oil filtration.
1999 Mercedes E300 TD, purchased 4/15.
1989 Chevy Suburban V2500, doing a transplant of a 500in^3 Cadillac V8 into said truck for expedition camping.
Long time biodiesel brewer, fuel filtered to .01 micron.