I replaced Actuator twice based on computer diagnostics by MB dealer and inde. Rather than immediately accuse the re-builder, I blame myself and keep checking and testing to find something else that's causing the problem. I've listed what I think is relevant. Hopefully, you can suggest something I've missed that I can fix, so I don't have to send Actuator back to the re-builder.

Symptoms
Rough idle, engine shake @ 800 rpm with slight put-put at exhaust. Low power.
Low volume high pitch frequency "eeee" and irregular ticking from Actuator.
>> No other codes from the "Dalton Scanner"
>> No Check Engine, ASR or SRS Warning lights
>> Starts easily (couple of starter whirls)

Status
1] Accelerator Control Linkage * Moves freely with 3/8" slack in cable
2] Connecting rod (Actuator to Linkage) still at original setting
3] No fuel in vacuum hose to Fuel Pressure Regulator

Replaced [most recent first]
1] Purge Valve WD-40 treatment into MOT
2] Micro switch in gas pedal
3] Actuator
4] Vacuum lines / hoses > From Electric Crossover Valve to EGR, from Intake manifold "Y" to Fuel Pressure Regulator & Electric Crossover Valve
5] Spark plugs f8dc4 and connectors to coils
6] Hose 8" Intake manifold to head
7] Rebuilt EA Control Module & Actuator installed
8] Battery "B" Wiring Harness [DIY wiring]
9] Stop Light Sensor
10] Water Temp Sensor
11] EGR valve and cleaned EGR inlet into intake manifold and pipe
12] Engine harness (by previous owner)

Thanks to everyone for all your past assistance.
Bob
PS I have the Repair Manual on CD and sub to epcOnline Parts Catalog

What is the BATTERY/charging system voltage when the problem is happening?


Does the problem happen with the accelerator linkage disconnected from the throttle actuator?

__________________
MERCEDES Benz Master Guild Technician (6 TIMES)
ASE Master Technician
Mercedes Benz Star Technician (2 times)
44 years foreign automotive repair
27 Years M.B. Shop foreman (dealer)
MB technical information Specialist (15 years)
190E 2.3 16V ITS SCCA race car (sold)
1986 190E 2.3 16V 2.5 (sold)
Retired Moderator

Thanks for the reply Doc

Battery voltage [same readings from posts & connectors]
Ignition Off = 12v
Ignition On = 12v
Ignition Run = 15v [broke my digital, had to use old analog, that produced same readings on another car]

Accelerator linkage
Disconnected connecting turnbuckle at linkage
Ignition On = no change
Ignition Run = no change

Just a wag . . . but can you replace the EA/CC/ISC with a known good unit?? I see that you are using a "rebuilt" EA. Normally you get a "ISC faulty" when the ETA is bad/going bad???

How about the "OVP" . . . if your car has one?

__________________
Regards . . . . JimF
-------------------
'94 S500 Cpe

Visit my Mercedes Web Page

If there's an over-charging condition the OVP will do it's job and start cutting the power supply to various control modules. Try dis-connecting the alternator temporarily and see if the problem goes away.

Wish I could get my hands on a "known good actuator and control module (EA/CC/ISC0) to confirm test. Inde's computer diagnosis indicated control module is ok.

Preious owner must have replaced OVP because it has newer part number.

Going out now to get new digital meter. And will disconnect alternator when testing.

Thanks
Bob

Tested with new Speery digital meter $20 @ Home Depot
Lots of people shopping for lots of stuff, but I controlled myself - made a list for Santa

New meter readings
Benz
Ignition off = 12.40v
Ignition run = 14.50v

Scorpio [to verify meter]
Ignition off = 12.60v
Ignition run = 14.15v

Time to retire the analog tester.

I've NEVER seen a bad EA/CC/ISC module! Have seen that it's been called out on the scanner as one of the options but in the final analysis, never seen one bad.

Swap: since you are working with an 'inde', maybe he will notify you when a similiar MB comes for service. That's the best way. If that verifies a good EA, then I'd bet it's the ETA.

If you used one of the providers on my page (Menu#24), I believe they would be happy to exchange it for you.

__________________
Regards . . . . JimF
-------------------
'94 S500 Cpe

Visit my Mercedes Web Page

<< >>

Rev limiter for torque converter when gear selector demand is N/P

I only tested in neutral.

I don't understand your comment
"Rev limiter for torque converter when gear selector demand is N/P"

Please expain.

That means unless there is a LOAD on the engine/drivetrain the engine is limited to that RPM.


Bob, does the code re-appear immediately OR does it come back after a period of driving?

__________________
MERCEDES Benz Master Guild Technician (6 TIMES)
ASE Master Technician
Mercedes Benz Star Technician (2 times)
44 years foreign automotive repair
27 Years M.B. Shop foreman (dealer)
MB technical information Specialist (15 years)
190E 2.3 16V ITS SCCA race car (sold)
1986 190E 2.3 16V 2.5 (sold)
Retired Moderator

Simply put, there is a torque converter safety limiter at 4K rpm if the car is in Park/Neutral..
Torque converters blow up at high rpms if there is no load on them..so the safety circuit design stops guys from reving the piss out of the car in N/P.

Re JimF
88 deg butterfly
understood

Re Doc
"the safety circuit design stops guys from reving the piss out of the car in N/P."
Now I understand

Re Arthur
Code reappears at both times. While only testing and after driving. Still only same code.

"Borrowed" wife's stesascope (sp). Listened to every thing. Interesting. Wish I knew what all those things are supposed to sound like.

Bob

Finally got Actuator, ASR and EC controlers back from 4Mercedes who said they're all Ok. After reinstalling, Pin 14 is generating codes 3, 7 and 11. Still has rough idle and low power

Any thoughts are appreciated.
Bob

Are you sure there is slack in cable for CTP switch???????????