Just curious if any of the members have had any luck or experience over the years in rebuilding the blasted ACC servo. If so, could you give a fellow member some tips? Thanks.

__________________
1980 300SD 146K miles.

I'm thinkning most folks have just bypassed it. From what I've heard, it just isn't worth the trouble...

__________________
1989 300E 144K

I think Pwogaman has done this. Search his posts or PM him.

__________________
" We have nothing to fear but the main stream media itself . . . ."- Adapted from Franklin D Roosevelt for the 21st century

OBK #55

1998 Lincoln Continental - Sold
Max 1984 300TD 285,000 miles - Sold
The Dee8gonator 1987 560SEC 196,000 miles - Sold
Orgasmatron - 2006 CLS500 90,000 miles
2002 C320 Wagon 122,000 miles
2016 AMG GTS 12,000 miles

He means the servo for the ACC I system. Are these even available from chrysler anymore? Back in the day when the MB ones were a couple hundred bucks, techs could walk next door to the chrysler dealer and get the part brand new for $80.

ts a little costly, but have you thought about the digital one from unwired tools? I installed one for a customer with a 450SLC and was pretty impressed with it, it worked great and wasn't hard to install either.

__________________


1980 500SE/AMG Euro
1981 500SEL Euro
1982 380SEL
1983 300TD
1983 500SEC/AMG Euro
1984 500SEC
1984 300TD Euro
1986 190E 2.3-16
1986 190E 2.3
1987 300D
1997 C36 AMG
2003 C320T 4matic

past: 1969 280SE 4.5 | 1978 240D | 1978 300D | 1981 300SD | 1981 300SD | 1982 300CD | 1983 300CD | 1983 300SD | 1983 380SEC | 1984 300D | 1984 300D | 1984 300TD | 1984 500SEL | 1984 300SD | 1985 300D | 1986 300E | 1986 560SEL | 1986 560SEL/Carat | 1987 560SEC | 1991 300D 2.5 | 2006 R350

ACCII

There not that complicated to disassemble. I would say the biggest problem is corrosion. Cracks in the housing can cause coolant to seep into the gearing for the plunger valve thus causing the unit to seize up. Depending how bad the corrosion is, you can clean it up but you must disassemble the the entire gear cage. Not extremely complicated but it can be tedious as there are many components. Similar to an old style clock. And then there is the small motor that drives the whole works. If that been exposed to water chances are it's shot. It's attached to the gear case and drives the cogs and position control lever. Once disassembled you can use a light wire wheel on the cogs to remove the corrosion if not to far gone. Then use a light heat resistant grease to smooth out the movements.

Another problem can be the rubber seal used on the plunger valve. It wears out. Again the disassembly can be tricky and it might take several attempts and much patience to make it work properly.

And then there's the vacuum lines, I think 9 of them. This is about the easiest to work on. They all feed into a round disc that has grooved channels underneath it. Depending on the position of the control arm/gearing the vacuum is routed to open and close switches for the climate control buttons on the dash which open and close the air vents in the car.

And then there's the replacement parts. Basically impossible to get. I have 4 different servos I've raped for parts.

When disassembling the whole servo, you MUST take note on EVERY part, where it goes, and how to reassemble it exactly as it was. Every component works in symphony with each other part.

On second thought, the whole damn system is extremely complicated. The servo is only one component in the entire climate control system. Many hours/days/weeks and much back/neck breaking work under the dash is needed to get that damn system to work as it should. It is probably the most clusterfuct system I've ever work on. Whomever designed it should be shot dead.

Personally the next time I will go with the digital one from unwired tools, about $500 bucks and worth every penny from what I've heard.

__________________
Question Authority before it Questions you.