Wow this is encouraging.

Did you notice a ring around the plunger?
When I removed my DVs I noticed a wear ring where the plunger made contact with the holder. I polished them as best as I could, but was unable to remove that ring. What other visible differences did you notice between your worn valves and the new ones?

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1981 240D 4sp manual. Ivory White.

It was luck more than judgement, I guessed the difference between turbo 962 and 910 n/a fuel delivery related to plunger/barrel size - this turned out to be correct.

Visually the fluted plunger from worn DV sat lower in holder, perhaps by 2/3mm - hard to tell exactly, the fluted tail fit inside convinced me it was worth a chance, if the tail cannot maintain a vertical path it may seat at varying angles with each stroke.

As mentioned above, I have had to dial everything back as too much fuel being delivered, this suggests the DV's were allowing fuel to bypass the seat.

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David


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

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

Just to clarify, the plunger is the bit below DV - M pump needs cam out to release those which I left alone.

Not sure what the bit is called with flutes ?

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David


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

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

Sorry, I'm referring to the delivery valve set which is the plunger (thing with the flutes) and the holder (thing the thing with the flutes slides into) –the photo you posted. This is the item people seem to have good luck with replacing and curing shakes.

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1981 240D 4sp manual. Ivory White.

Metal on metal normally has to be lapped to make a good seal, think of the fluted mushroom (new name) as a regular cylinder valve upside down, if the oil seal/guide was shot you would get uneven seating blow back.

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David


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

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

Thought I would post a question in relation to the ADA unit (plse see posts 52/3 which explains ADA v ALDA)

I have a feeling this unit is sticking, for no reason at all the engine started to smoke white plumes - adjusting the screw back and forth resolved this but wanted to double check operation for my own understanding.

Its a simple diaphragm unit with the lower portion subject to outside air volume, the upper half is presumably sealed balancing movements.

My theory is lower air density (higher altitude) should cause the diaphragm to expand downwards against spring loaded valve, thus increasing fuel to air ratio - seems to make sense, the engine has plenty more prep ready to go.

One problem I have is why the engine on idle remains the same, surely more fuel - higher tick over...?

This alone prompts me to question my own theory, which lets face it is probably hogs wash

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David


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

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

So far, what have you done to your pump?

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1981 240D 4sp manual. Ivory White.

DAMN I love the technical details I get here ! .

Plus, who wants dirty pigs ? .

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-Nate
1982 240D 408,XXX miles
Ignorance is the mother of suspicion and fear is the father

I did then what I knew how to do ~ now that I know better I do better

Pump remains untouched, main reason being the kit only contained gasket for mounting onto pump.

Car behaves well, pull like a train even in high gear so no complaints there although I suspect there is some over fueling taking place.

The super diesel boys are always adjusting ALDA for increased fuel delivery, this I understand but why no increase in revs?

Going to remove it altogether,see what happens - also emissions test next week, cannot have this jamming mid way.

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David


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

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

Speed is controlled by a governor, not the ALDA or ADA. The ALDA or ADA only adjust the amount of *POTENTIAL* fuel at a given RPM. The governor controls how much actually gets injected.

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Current stable:
1995 E320 157K (Nancy)
1983 500SL 125K (SLoL)

Gone but not forgotten:
1986 300SDL (RIP)
1991 350SD
1991 560SEL
1990 560SEL
1986 500SEL Euro (Rusted to nothing at 47K!)

Gone and wanting to forget:
1985 524TD 167K (TotalDumpster™) [Definitely NOT a Benz]

That makes sense Diesel, pulled the dome off today and operated by hand.

As I suspected, my theory was wrong - pushing the valve down diminishes fuel supply, so the diaphragm must move upwards the higher you go.

Adjusted to have minimal fuel for emissions test next week, bit lack luster but it will do for now.

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David


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

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

You have probably been told this but your handle resembles 'Diesel' but one or two letters adrift.

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David


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

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

It was the name of the SDL (R.I.P.) when it was poisoning the neighborhood! You can read the story about that car in the thread in my signature.

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Current stable:
1995 E320 157K (Nancy)
1983 500SL 125K (SLoL)

Gone but not forgotten:
1986 300SDL (RIP)
1991 350SD
1991 560SEL
1990 560SEL
1986 500SEL Euro (Rusted to nothing at 47K!)

Gone and wanting to forget:
1985 524TD 167K (TotalDumpster™) [Definitely NOT a Benz]

Enjoyable account of your journey, keep popping back but got the gist - it's a bit of a unique club that we are in lol,

In relation to the fueling, s there anyway to dial back the volume of fuel at idle ?

Cheers

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David


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

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

Is that not just turning down your idle speed?

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1981 240D 4sp manual. Ivory White.