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  #16  
Old 07-30-2016, 10:44 AM
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I see we have one real happy guy good work and excellent information. Way to much confusion over transmission parts I recall spending the better part of the morning with a parts man trying to find the k2 and never could with any degree of certainty.

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  #17  
Old 07-30-2016, 01:22 PM
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Cheers DB, here's the full list from EPC - initially I sent the parts guy a link to the thread above which helped, however it wasn't until he clicked on the 'spanner' icon (285) did it reveal the list contained below.




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1996 Mercedes S124 E300TD - 129k - rolling restoration project -

1998 Mercedes W210 300TD - 118k (assimilated into above vehicle)
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  #18  
Old 07-31-2016, 01:58 AM
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Sounds like the parts guy is a bit of a spanner if he hadn't worked that out before!
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1992 W201 190E 1.8 171,000 km - Daily driver
1981 W123 300D ~ 100,000 miles / 160,000 km - project car stripped to the bone
1965 Land Rover Series 2a Station Wagon CIS recovery therapy!
1961 Volvo PV544 Bare metal rat rod-ish thing

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Don't leave that there - I'll take it to bits!
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  #19  
Old 08-09-2016, 09:11 AM
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Hello folks, Mr Needy again (there is a rationale to this mega DIY, my neighbors are away so going crazy to get everything finished).

Okay, B1 kit on it's way from MB Germany with another 6 liters of ATF and filter.

i wanted to thoroughly check out the vacuum system before replacing b1 just in case modulator valve was on the blink, and..yup may need replacing. The system overall is good, crossover and manifold works as should, everything else holds a vacuum... except one..the modulator. Now this may be a result of tweeking it to soften the change prior to B1 being fitted as detailed above, the problem no is it holds no vacuum at all or very little, question is this correct or perhaps diaphragm punctured?

Black nylon to transmission.



Last question (for today is this ball joint supposed to be connected to anything? - it has always been like this so assumed not, the other end connects to injector pump accelerator linkage.



Thanks all
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1996 Mercedes S124 E300TD - 129k - rolling restoration project -

1998 Mercedes W210 300TD - 118k (assimilated into above vehicle)
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  #20  
Old 08-10-2016, 01:56 AM
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Usually if there's a little ball joint on an accelerator linkage there's a reason for it! Check in the FSM chapter 30 I'm not familiar with the set up on your car (which ever one this one's about)
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1992 W201 190E 1.8 171,000 km - Daily driver
1981 W123 300D ~ 100,000 miles / 160,000 km - project car stripped to the bone
1965 Land Rover Series 2a Station Wagon CIS recovery therapy!
1961 Volvo PV544 Bare metal rat rod-ish thing

I'm here to chat about cars and to help others - I'm not here "to always be right" like an internet warrior



Don't leave that there - I'll take it to bits!
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  #21  
Old 08-10-2016, 09:28 AM
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I'm having a bit of confusion regarding B1. What exactly is the difference between the B1 that was replaced in the valve body vs the B1 on the front side of the transmission?
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  #22  
Old 08-10-2016, 09:38 AM
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Hi bud, K1 and K2 were replaced but B1 removed for identification only, popped the old one back.

Lots of confusion around part numbers, this way I should hopefully get the correct valve replacement.
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1996 Mercedes S124 E300TD - 129k - rolling restoration project -

1998 Mercedes W210 300TD - 118k (assimilated into above vehicle)
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  #23  
Old 08-10-2016, 09:40 AM
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Quote:
Originally Posted by Stretch View Post
Usually if there's a little ball joint on an accelerator linkage there's a reason for it! Check in the FSM chapter 30 I'm not familiar with the set up on your car (which ever one this one's about)
My thoughts are it's for cruise control, engine is OM606.910 fitted to S124
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1996 Mercedes S124 E300TD - 129k - rolling restoration project -

1998 Mercedes W210 300TD - 118k (assimilated into above vehicle)
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  #24  
Old 08-10-2016, 09:51 AM
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I was also lead to believe the external B1 was the problem B1 valve?
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  #25  
Old 08-10-2016, 09:56 AM
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All three valves are internal, lots of discussion on their individual functions with many reporting success by just changing K1.

tbh, for the work involved and cost of fluid may as well do all three, less than $20 for the set.


Quote:
Originally Posted by spock505 View Post
Thanks bud and good tip:-

"some of the slotted heads on the screws were burred. To avoid this from happening to you, my advice is to not use normal screw drivers but to use a bit and a 1/4" drive ratchet."

This is the excellent (cheers DieselPaul) thread myself and very helpful MB parts chap followed:

722.4 K2 Spring Part Number

tbh we have ordered the exact same as DieselPaul which is okay given we don't know the parts for K2 until removed, however it doesn't cover B1 which was my mistake.

Helpful layout pictures from MB org, thanks -







So in short, it looks like I don't have the B1 valve - hopefully the K1,K2 will be enough to reduce/eliminate flare.


P.S is there anything you haven't taken apart
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1996 Mercedes S124 E300TD - 129k - rolling restoration project -

1998 Mercedes W210 300TD - 118k (assimilated into above vehicle)
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  #26  
Old 08-10-2016, 10:48 AM
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Quote:
Originally Posted by spock505 View Post
My thoughts are it's for cruise control, engine is OM606.910 fitted to S124
It might very well be but in my experience Mercedes doesn't like to do "standard". So if you haven't got cruise control fitted (and it was always like that) then I'd expect to see a different bell crank dangle thang...

...special type for this - special type for that - all related - all awkward - all almost the same but actually quite different...
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1992 W201 190E 1.8 171,000 km - Daily driver
1981 W123 300D ~ 100,000 miles / 160,000 km - project car stripped to the bone
1965 Land Rover Series 2a Station Wagon CIS recovery therapy!
1961 Volvo PV544 Bare metal rat rod-ish thing

I'm here to chat about cars and to help others - I'm not here "to always be right" like an internet warrior



Don't leave that there - I'll take it to bits!
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  #27  
Old 08-10-2016, 11:41 AM
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Quote:
Originally Posted by Stretch View Post
It might very well be but in my experience Mercedes doesn't like to do "standard". So if you haven't got cruise control fitted (and it was always like that) then I'd expect to see a different bell crank dangle thang...

...special type for this - special type for that - all related - all awkward - all almost the same but actually quite different...
Just pulled this up on EPC - part is listed with the following note - Only used with Tempomat (cruise control)

I tried this before on EPC but it directs you to microfish system, this time as I backed out (up arrow key) it went into the detail pages, very odd - mind you, EPC can be a bit quirkey to navigate around.

Any ideas on the orange flux capacitor thingy?
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1996 Mercedes S124 E300TD - 129k - rolling restoration project -

1998 Mercedes W210 300TD - 118k (assimilated into above vehicle)
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  #28  
Old 08-15-2016, 09:20 AM
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Okay, B1 part arrived today from MB, looks like there could be a snag.

Original (still in car)



New B1, note part ref number starts '125' - the original looks to be tapered although this could be due to waist giving an optical illusion.

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1996 Mercedes S124 E300TD - 129k - rolling restoration project -

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  #29  
Old 08-15-2016, 01:39 PM
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  #30  
Old 08-15-2016, 02:52 PM
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If we follow the logic of K1 and K2 numbering being different from the packet but same as actual fitted valves, could this be an upgrade?

I would like to think so but the b1 differs from K1/K2 in orientation, plastic part first which would mean a smaller end to accommodate the taper.

Please note I quoted '125 277 7832' its actually '126 277 7832' for the yellow replacement valve.



It's not really an urgent job as the changes are acceptable, only now and then taking your foot off the pedal before 2nd engages to you get a small jolt. My 210 does this with 722.6 box so probably not worth trying to eliminate completely.

It's a bit bizarre quoting these MB part numbers which are not even listed.

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1998 Mercedes W210 300TD - 118k (assimilated into above vehicle)
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