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  #16  
Old 07-29-2017, 04:55 PM
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Interesting point....I'm a recent EE graduate, so I always jump on the chance to design circuitry for something but if there truly is a mechanical advantage to using the OE design, then that will need to be considered more carefully. Either way, the goal is to get the car back on the road one way or another.
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  #17  
Old 07-29-2017, 07:42 PM
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Quote:
Originally Posted by Dieselfanatic View Post
I just had a pump on my e300 fail - sounds like clacking glass marbles. Going to do an electric pump conversion
The stuff I was speaking of only applies to the 617 type Engines. The newer models have their own issues.
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  #18  
Old 07-29-2017, 07:49 PM
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[IMG] photo IMG_18951.jpg[/IMG]

Yeah...tell me about it
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  #19  
Old 08-03-2017, 07:08 AM
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Hey Diesel911- thank you very much. The reply addressing cam end play was most helpful
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  #20  
Old 08-03-2017, 07:18 AM
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I will post photos of the broken vacuum pump piston shortly. Next question. Vacuum system diagnosis. I read an article about vacuum system leak diagnosis but I've lost my bookmark. In it the author discusses replacing the 3-way and 4-way rubber connectors under the floor carpet and the grommet into the vacuum reservoir. He specifically mentions some sort of silicone sealant used at the factory for the vacuum line to grommet connection into the vacuum reservoir. I'm replacing all the rubber connectors in the central locking system. I want to know what that silicone sealant is that the factory used for the grommet and line at the reservoir and whether or not any sort of sealant is used for the plastic vacuum line to 3-way and 4-way connectors under the carpet? By the way, this new question pertains to the vacuum system on my 1984 Euro non-turbo W123 300D that some say is a 200D. From the doors back there appears to be no difference in the vacuum system compared to my 1984 300D US market car. Thanks. Doug
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