You may be right.
Next time you are out , count them from a normal start.

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I just looked it up.\ It does and it is the same tranny [ 722.369]
as the later E320 . They are actually the same chassis # also.
However , the shift delay is supposed to be 2-3, so you may want to check that....
On the 2nd gear start, one thinks the delay is 1-2, but in reality it is still 2-3.

I am still driving around with the "Check Engine" light on. I have codes 5 and 26. I should probably start by cleaning the EGR pipe. Could anyone give me some direction on how to locate it and what to do?

Here's a list of codes that I got from another message:

1 No malfunction in system monitored
2 Heated O2 sensor inoperative
3 Lambda control inoperative
4 Air injection inoperative
5 Exhaust gas recirculation inoperative
6 Idle speed control inoperative
7 Ignition system defective
8 Engine coolant temp. sensor, open/short circuit
9 Intake air temp. sensor, open/short circuit
10 Voltage at hot wire mass air flow sensor too high/low
11 TN-signal (rpm) at engine control module (N3/4) defective
12 Heated O2 sensor heater, open/short circuit
15 Wide open throttle information defective
21 Bad Purge Switch-Over Valve

Could somebody fill out the rest so we have a complete list. I am looking for code 26

There is TONS of info on both the upshift relay and EGR intake tube in the archieves. Steve B. was kind enough to post this procedure on his website for us all. [Thanks Steve!]
http://www.continentalimports.com/ser_ic20134.html
(see bottom of page for intake tube location)

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Here are the rest of that list.
* NOTE:--This list is for Emmissions codes ONLY. The other diagnostic modules [ HFM-SFI, AE/CC , ISC, etc,] have extensive code defect memory and can be gotten from the other plugs on the diagnostic socket.
I tried to post these , but the file is too large [ there are may codes] , so I will put it on my FTP space shortly for copy....

Remainder of emmission code chart:

22- cam posistion sens. signal defect
23-intake man. pressure low
24- starter ring gear segments defect
25- knock sens
26- upshift delay SOV valve open/shorted
27-Deviation between coolant temp sensor circuits 1 &2
28- coolant temp sens.

Du maa aapne doeren for aa slippe ut klutsjen

Yokatta desu ne.

Anata ga kaita kotoba wakaranai node kono kotoba de kaite miyou kana to omoima****a.

minna dou omou no kana???

__________________
Paul S.

2001 E430, Bourdeaux Red, Oyster interior.
79,200 miles.

1973 280SE 4.5, 170,000 miles. 568 Signal Red, Black MB Tex. "The Red Baron".

Hi,


I need the part number to order this (approx) $27 part. Can anyone help me? Is it O4045-70190 ??

I have a 94 e320 vin WDBEA32E8RC078470

I called Phil at Fastlane and we need some confirmation. Thanks

Neumann, I'm sorry, but I checked my file of receipts and can't find it, but I did make a notation in my maintenance log that the part actually cost me $32, and it came from the dealer.

It's right behind the brake master cylinder on the firewall, and it has a black line (electrical) and a green line (vacuum) going to it.

Having said that, the same code eventually came up again on my car (#26), and my mechanic, Enrique at Mr. MB Motors, ended up replacing another part with the same name (upshift delay valve) and also replaced the bowden cable (transmission cable). These are located on the transmission. His comment was a code #26 is usually caused by a faulty upshift delay valve, and it is the part that is located on the transmission, not the part that is on the firewall, and it cost about $250.00

__________________
Paul S.

2001 E430, Bourdeaux Red, Oyster interior.
79,200 miles.

1973 280SE 4.5, 170,000 miles. 568 Signal Red, Black MB Tex. "The Red Baron".

To clarify the parts/operation of the delay system:

The part on the firewall is the Delay Shift Switch-Over-Valve.
It is simply [ like all the other SOVs ], an On/Off vac valve that, when electrically energized from the ECU, allows vac to pass through it , allowing vac from the source [engine] to reach the working servo [ Element] at the transmission.

The Delay Shift Element is at the tranny and is the working part at the end of the transmission pressure cable. This is the part that actually holds the cable in a position to delay the shift point.

If there is a signal at the SOV and it is opening [ allowing vac flow] , the element end at the tranny is the likely fault.
For testing, one can take the in/out line of the SOV and put them together with a small piece of tubing [ eliminating the SOV ] to see if the Element itself is operating. [ holding/delay shift].

A vac gauge "T-eed" into the vac line downstream from the SOV
and positioned at the bottom of the windshield for cabin observation is another way of monitoring the SOV/ECU parameters for proper operation.