My 97 E300 shifts around redline (about 6,000 rpm?) when pressing pedal to kickdown switch. I have an mp4 video on my phone showing this, but don't know how to attach a large file (59 MB).

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NOW: 2017 C43 AMG, 2006 Wrangler Unlimited Rubicon, 1966 230SL, 1980 450SL (for sale!)
PAST: 2006 C230, 1997 E300D, 1994 E420, 1994 Neon Spt Cpe, 1984 300ZX, 1983 Celica GT, 1976 Electra Limited, 1984 Honda Nighthawk 650, 1979 Suzuki PE175, 1978 Suzuki DS100
www.mbca.org - www.sl113.org - www.ohio4x4.com

Another data point below.

YouTube?

__________________
1998 Ford Escort ZX2 5 speed - 279,000 miles My Daily

1992 Mercedes 300D 2.5 202,000 - Pure junk
2000 Mercedes E320 Black - 136,000 miles - Needs repair

Don't forget to grease the screw and threads on the spring compressor.

https://youtu.be/lqUwjWSZKiw

I thought redline was around 6,000 but it is at 5,200 and I'm shifting at 5,000.

__________________
NOW: 2017 C43 AMG, 2006 Wrangler Unlimited Rubicon, 1966 230SL, 1980 450SL (for sale!)
PAST: 2006 C230, 1997 E300D, 1994 E420, 1994 Neon Spt Cpe, 1984 300ZX, 1983 Celica GT, 1976 Electra Limited, 1984 Honda Nighthawk 650, 1979 Suzuki PE175, 1978 Suzuki DS100
www.mbca.org - www.sl113.org - www.ohio4x4.com

Wow, mine is seriously slow, going to rebuild the lift pump, bypass the tank screen and inspect the overflow valve sometime next week.

__________________
1998 Ford Escort ZX2 5 speed - 279,000 miles My Daily

1992 Mercedes 300D 2.5 202,000 - Pure junk
2000 Mercedes E320 Black - 136,000 miles - Needs repair

Don't forget to grease the screw and threads on the spring compressor.

That's still OK as if proves the engine should go past the factory specified 4,500 RPM another obnoxious poster claimed.

I'm having internet issues so YouTube is too slow. Are you moving the shifter at 5,000 or is this the in drive auto shift point?

Regardless, the OP's car should make it to 5,200 redline.

I think the 4500 RPM limit was only for the 3.4L "Rod bender" engines.

__________________
Current stable:
1995 E320 149K (Nancy)
1983 500SL 120K (SLoL)

Black Sheep:
1985 524TD 167K (TotalDumpster™)

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

I wish you luck on your troubleshooting and repairs. If there's a way to measure the pressure and flow rate from the pump, that would be good. I assume there are published specs for that? Always try to deal in facts, through measurements or precise testing/troubleshooting, so you don't spend money/time working on what is NOT the problem.

So, the video shows nice acceleration. Also, there's no smoke when doing that! And, to finish off the boasting, I just took a trip to the Kalamazoo, MI area and made the 605 mile round trip on 1 tank at 31.0 mpg. Mostly interstate driving at 75 mph, a little rural driving, a couple food stops, and A/C going the whole time. I like this old car!

Perhaps the 4,500 shift point is with the kick-down switch NOT in use??

I left the shift lever in D and let the pedal and kick-down switch do all the work.

__________________
NOW: 2017 C43 AMG, 2006 Wrangler Unlimited Rubicon, 1966 230SL, 1980 450SL (for sale!)
PAST: 2006 C230, 1997 E300D, 1994 E420, 1994 Neon Spt Cpe, 1984 300ZX, 1983 Celica GT, 1976 Electra Limited, 1984 Honda Nighthawk 650, 1979 Suzuki PE175, 1978 Suzuki DS100
www.mbca.org - www.sl113.org - www.ohio4x4.com

Kickdown is more of a " rapid forced down shift related to gas peddle positioned on floor " rather than a " when throttle position exceeds road speed down shift ".

RE: kickdown is unfiltered / unbuffered where as throttle Vs road speed is filtered / buffered to prevent an overactive transmission.

With a hydraulic shift trans there might be some shift speed RPM increase at 100 % throttle + KD Vs just 100 % throttle but I've never tested this. With an electronic shift, I would not expect any RPM change.

Finally checked the cat, it's perfect, all the tiny chambers are visible. It is NOT melted down or falling apart.

Exhaust good, so on to fuel.

I'm about to go through the fuel supply systemin the near future.

__________________
1998 Ford Escort ZX2 5 speed - 279,000 miles My Daily

1992 Mercedes 300D 2.5 202,000 - Pure junk
2000 Mercedes E320 Black - 136,000 miles - Needs repair

Don't forget to grease the screw and threads on the spring compressor.

Just ordered lift pump rebuild kit and a NEW overflow valve, we'll what comes of it.

__________________
1998 Ford Escort ZX2 5 speed - 279,000 miles My Daily

1992 Mercedes 300D 2.5 202,000 - Pure junk
2000 Mercedes E320 Black - 136,000 miles - Needs repair

Don't forget to grease the screw and threads on the spring compressor.

Be aware that the 60x engines use a drilled-orifice style overflow valve. The orifice size determines pressure in the fuel rack, not spring pressure. The check valve with extremely weak spring is only there to prevent air ingress after shutdown. Changing the overflow valve will do nothing for pressure in the fuel rack.

__________________
Current stable:
1995 E320 149K (Nancy)
1983 500SL 120K (SLoL)

Black Sheep:
1985 524TD 167K (TotalDumpster™)

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

Interesting, I thought that a worn out overflow spring/deformed plastic bushings would cause issues.

Greazer's overflow valve springs are indeed a direct upgrade correct?

__________________
1998 Ford Escort ZX2 5 speed - 279,000 miles My Daily

1992 Mercedes 300D 2.5 202,000 - Pure junk
2000 Mercedes E320 Black - 136,000 miles - Needs repair

Don't forget to grease the screw and threads on the spring compressor.

No. The older MW IP's on the 616/617 and earlier engines had the pressure in the fuel rack regulated by the spring on the overflow valve. The spring operated a ball bearing that stopped flow through the OFV when pressure was too low.

The 60x engines use a different setup and a different lift pump. The lift pump can supply significantly more fuel than the IP can consume. Pressure in the fuel rack is regulated by the drilled orifice in the OFV, the lift pump moves a given volume against that orifice and pressure is a result. When pressure gets too high, the piston in the lift pump "floats" and pumps no more fuel. The plastic piece that warps and deforms is only there to serve as a check valve. The purpose is primarily to prevent air ingress when the engine is stopped, not to regulate fuel pressure. The spring is extremely weak, you can blow throw the valve with no effort. A warped or failed plastic check valve piece may cause some rough starts, but it won't affect power delivery or fuel pressure in the rack.

Greazzer's modded OFV will work on the 601/2/3 IP's without modification (I ran one on my SDL). Not sure about the 604/5/6. Be aware that priming the air out of the system is a major undertaking with the 61x style OFV fitted. The 60x fuel system has no primer handle and is designed for the air to be simply pushed out through the drilled orifice OFV.

__________________
Current stable:
1995 E320 149K (Nancy)
1983 500SL 120K (SLoL)

Black Sheep:
1985 524TD 167K (TotalDumpster™)

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

Did you shine a light through it or at min look at both ends?

A cat can clog on the inlet / part wart way through or melt on the exit side but still look good on the other end.

With this injection pump is there a way to look at rack position and / or rack command? ( using a volt meter / duty cycle / amp meter ) If rack command / position is delivering low fuel ( IE normal ) , I'd look to non fuel tank type issues. If the rack command / position is max fuel , I'd look to fuel delivery issues.