I don't have access to the service manual for an OM61x engine, so I'm not sure of the procedure. Hopefully someone more knowledgeable will chime in. On an OM603, the IP has a port on the side for the locking tool, and the engine is set at ~14deg ATDC, and then the pump is installed.

Does your IP have a port for the locking tool? Some of the later turbo OM617 engines in the US did, but I used to have an '85 123.190 (non-turbo wagon) that was a grey-market import, and it did not have a port on the IP for the locking tool, so I suspect that your pump also does not have that port, unless the IP was upgraded with the turbo installation.

__________________
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

If the white smoke is un-burnt fuel, i.e. it smells like fuel and not coolant, then it's air in fuel or injection timing, or poor atomization of the fuel and or peeing injectors.

Start with the easy stuff first, e.g. put a clear pvc line in place of the cigar hose to eliminate air in fuel rather than r&r re-time the injection pump or pull and pop test the injectors. Of course you can do the hard stuff first (I see this over and over again) and have it snow ball into a bigger and bigger job.

__________________
85 300D turbo pristine w 157k when purchased 167,870 July 2025
83 300 D turbo 297K runs great. SOLD!
83 240D 4 spd manual- parted out then junked

This pretty clearly says the issue is the lift pump or the IP timing.

Do you still have the old IP?

When you ran the car using a temporary fuel can in the engine bay, what was the discharge rate of the fuel going into the can?

__________________
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

When you pump the primer pump with the engine off is there a reasonable stiff resistance or not
The hand primer pump feels as it should, and after a couple of pumps I can hear the fuel going through the bypass valve. This is the original bypass valve.

Start with the easy stuff first, e.g. put a clear pvc line in place of the cigar hose to eliminate air in fue
When you ran the car using a temporary fuel can in the engine bay, what was the discharge rate of the fuel going into the can?
I will check these tomorrow, cheers.

The injectors were professionally rebuilt with Monark tips, I even took them back to be rechecked - I am assuming they are not leaking. Will post back.

"This engine has generally been rebuilt with new or refurbished parts. I have done all but the specialist stuff myself."

Can you provide details of the rebuild? Have you verified valve train timing? Have you done a compression test before and after rebuild? How was the engine running before rebuild?

__________________
85 300D turbo pristine w 157k when purchased 167,870 July 2025
83 300 D turbo 297K runs great. SOLD!
83 240D 4 spd manual- parted out then junked

I forgot to mention. The 617 and the 603 will run poorly with the injection pump seriously out of timing on the wrong engine stroke. The 603 much better than the 617 though.


In your case if you have not already. Look at the valve lobes on the first cylinder when the timing mark is at your install the injection pump position. They should be pointing generally in an upward direction. If not rotate the engine exactly once to establish this. The na engines did not have the timing inspection tang port so you have to verify by the drip method pretty much.


Remove the cover from the injection pumps timing port and the tang should be present in the middle of the port. If not then you have the injection pump on the wrong stroke. This I would absolutely check before doing anything else. It could present you with the white unburnt fuel you see very easily if that pump is on the wrong stroke. You would not be the first. Again with your suspected injection pump you will have to drip test for verification. As it is not going to have the inspection port.


You may also have another problem as well but unless you are absolutely certain you installed the injection pump properly you have to verify it. Or you could chase your tail for a long time.

In the US market, afaik, only the later turbo 617 engines (84-85's, maybe some 83's) has IP's with the timing port plug (aka RIV port).

__________________
85 300D turbo pristine w 157k when purchased 167,870 July 2025
83 300 D turbo 297K runs great. SOLD!
83 240D 4 spd manual- parted out then junked

Do you have to adjust to TDCto verify IP timing

__________________
Only diesels in this driveway.
2005 E320 CDI 243k Black/Black
2008 Chevy 3500HD Duramax 340k
2004 Chevy 2500HD Duramax 220k

There is a plan in the FSM for this. I followed that. 1 drop per second. Not much room either way when rotating the IP.


snapped_bolt

__________________
'81 240D For now, a good place to borrow new parts
'80 300TD Probably will be put back into service!
'79 240D BACK IN SERVICE SINCE 09/16; limited use, oil leak. Guide pin r/sealed/replaced. Still a leak. Front crank seal....

For your cars, there's a special tool/ adapter that use the TDC sensor as a reference signal for the special tool RIV port adapter (strobe timing light). For cars w/o RIV port, drip timing is the only option.

__________________
85 300D turbo pristine w 157k when purchased 167,870 July 2025
83 300 D turbo 297K runs great. SOLD!
83 240D 4 spd manual- parted out then junked

But was the injection pump timed on the right stroke in the posters case? I figured no n/a engines had the easy to use timing port and tang. Type injection pump. Maybe the very last European versions did but I do not know.


When installed on the wrong stroke the injection pump will time in beautiful. Other than it is wrong. You have to see those first cylinders valve lobes. pointing generally upward. Other wise it is only a fifty fifty chance you have it right. After major engine work especially.

I would personally verify the fuel supply to the base of the injection pump is good. As this should be the quickest and easiest. It is even possible he has two problems.

Also I forgot this was a conversion. If there a chance the engine is starting pretty much normally and then just shutting down as the vaccum develops?


How did you set up the shutdown? Simple test is to remove the vacuum line from the injection pump shutoff. Although I have no ideal of how pumping the primer pump could overcome that valve if it was shutting off. Also I would not expect all the white smoke.

Guys my post yesterday didn't go through, but I have some progress. I have replaced 3 fuel lines with clear plastic - from lift pump to main fuel filter, then from filter to IP, and 'cigar' line.

There is an issue with the fitting going into the IP - there is a collar/adapter which is turning in the IP body which makes loostening and tightening of that banjo fitting very difficult.

Despite that I now have no air evident in the 3 lines, she starts but is running very rough with those clouds of white smoke. Loostening the inj pipes one by one shows the inj are all working. Revs need to be held high otherwise she dies.

More investigation this afternoon. Thanks.

You may also have another problem as well but unless you are absolutely certain you installed the injection pump properly you have to verify it

I went this afternoon to start the engine - with the 'throttle' held open she started right away. No sign of air in the lines. I stopped it after say 15sec, tried again - no start. Pumped the hand pump, still no air, started right away again. I checked and there is plenty of flow returning to tank. The initial 'firing' is a strong nailing noise.

Unless any other ideas present themselves I am going to remove the IP again, see if the timing has gotten bad, and repair the loose inlet fitting.

Thanks.

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That loose fitting you described does bother me, I'm not familiar enough with your IP to know for sure, but that just doesn't sound right. Any loose fitting may very well leak fuel out or suck air in.

Looking forward to hearing the results of checking the IP timing.

__________________
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