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  #46  
Old 09-19-2016, 06:06 PM
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Any chance of some photos during surgery?

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  #47  
Old 09-20-2016, 03:40 PM
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Hello benedict,

Yep, no problem will post a bit later.

Progress so far, sump removed, ATf and filter not in good shape considering full change 500 miles ago, and part change (sump only, no TC) 100 miles back.

I guess it's getting flushed out though and caught either in the pan or filter which can be changed/cleaned, if i had better facilities might be tempted to remove box and strip down for cleaning.

Okay, back the pistons - the yellow one above does not fit as the existing red piston is indeed tapered by 2mm, so that's totally a non starter, however the springs are the same size, so pondering on just changing those. I think this is why the kits offered in USA supply springs only utilizing the existing piston, that makes sense as you are always guaranteed a fit.

The new springs feel a bit softer too, tomorrow will try evaluate a bit more scientifically comparing the two.

Last thing to consider is the end spring, again this feels softer but not sure about swapping over, has anyone done this?

I don't recall seeing these smaller springs supplied with the kits, so maybe not an option.

Cheers,
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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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  #48  
Old 09-20-2016, 05:21 PM
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Okay, this is the main problem using yellow piston as supplied, there is a narrowing where those bands are left, right. The good news is, all three springs appear interchangeable which is what I have done instead.

I may try changing one of the white rubber rings as on one end same size.

Whilst probing inside the B1 hole out popped this springs from now where, pretty sure it popped out due to piston effect of finger being pushed in, only place is the B1 valve next door - if someone could confirm, thanks.



Does it fit in like this?

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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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  #49  
Old 09-21-2016, 03:42 PM
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Quote:
Originally Posted by spock505 View Post
...
Whilst probing inside the B1 hole out popped this springs from now where, pretty sure it popped out due to piston effect of finger being pushed in, only place is the B1 valve next door - if someone could confirm, thanks.



Does it fit in like this?

I don't remember anything looking like that but it has been a few years now since I was playing with valve bodies. It looks like a very lightweight spring.

As a general rule, however, springs tend to fit snugly into recesses or snugly over protrusions. In other words if it fits nicely like it is meant to be there then it probably should be there...

...this advice kind of works so long as it doesn't fit snugly on both ends of something (!)
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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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  #50  
Old 09-21-2016, 03:55 PM
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Thanks Stretch, today cleaned everything up after draining TC, total of around 5.5 liters drained so should stay clean for a while.

Spent an hour looking for small holes for the pin, nothing doing so positioned as above, it does have a click when pressure is applied so hopefully that's it's home.

Didn't really know what to do with B1 as no clear direction, ended up removing both internal springs and replacing with larger but softer spring from another piston.

Reset modulator, test drive..exact same although very crisp and responsive to kick down pressure.

It could be the modulator is shot, good vacuum elsewhere with everything working. Need to drop engine by removing mounts to access bolt (rounded off).

If this doesn't work will add to 'spring job list' ordering one of those multi spring kits Diesel Kit (Superior K722A-D ).

Cheers for the help
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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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  #51  
Old 09-21-2016, 03:57 PM
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Sorry, I forgot to add, 190 is what the pin looked like, but again nothing doing.

http://www.mbpartsworld.com/p/Mercedes__190-D-25-TURBODIESELSedan/PIN/7517026/1242770075.html


Required: NBPISTON REGULATOR VALVE


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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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  #52  
Old 09-21-2016, 04:02 PM
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Yeah but 190 is in a vertical configuration you found one lying horizontally didn't you?
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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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  #53  
Old 09-21-2016, 04:05 PM
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I literally put my finger into the B1 recess which acted as a piston, pop the shot out onto the tray - so fast, I couldn't see where it came from.
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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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  #54  
Old 09-21-2016, 04:07 PM
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Yeah well - if it fitted snugly...

...I'm more concerned about a modulator that won't hold vacuum
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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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  #55  
Old 09-21-2016, 04:15 PM
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It might be stuck or at least not working as it should, the amount of silt that's come out between very low mileage changes is worrying.

Dropped the box but still not enough room to access top bolt, it's rounded off inside too, my fault.

Going to take motor mounts off tomorrow which should be sufficient.

At the moment vehicle is usable without further damage, ie no hard shifts although still noticeable if you don't anticipate the 1-2 shift.
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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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  #56  
Old 09-21-2016, 04:17 PM
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...now you did check the Bowden cable tension and the accelerator linkages didn't you?
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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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  #57  
Old 09-21-2016, 04:20 PM
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..no, I couldn't get access to the boot..



..just kidding, yep, adjusted Bowden cable after K1/K2 to sort out the 1-2 shift, managed to get it smooth ..but some slippage later on 3-4
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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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  #58  
Old 09-21-2016, 04:28 PM
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I don't think it's a vacuum problem either, vehicle can sit for three days then remove cross over pipe for valve to let go of pressure.

Also when you rev the engine, butterfly on intake responds immediately.

Used Mity Vac directly to modulator, some loss but not much.
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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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  #59  
Old 09-22-2016, 04:11 PM
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Sorted the pin mystery, those good folks at Superior Transmission Parts (kit mentioned above) confirmed location.

Cheers Bob.
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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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  #60  
Old 11-08-2016, 04:27 PM
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Put a few miles on since changing over springs/pistons, so wanted to update this thread in case anyone following.

The end configuration is - as is - apart from B1 piston, for whatever reason little (read 'no') information exists about this particular 'bottle shaped' upgrade so difficult to match against.

The longer spring didn't perform as expected, so took a gamble putting back original double without the inner smaller spring.

This gives a super soft change under normal throttle but still a noticeable delayed lurch under hard acceleration, some of this may however be expected with such a heavy car.

Cheers for now,

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