Havent gotten the girlfriends car yet but I was wondering if the timing chain has skipped a few teeth how do you go about getting the injector pump back in time where its supposed to be, the crank has a mark and cam has a mark but what about the pump would have made it nice if they would have make the chain a little easier to get to like every other car in the world but I guess every thing cant be perfect about a car o and by the way its an 82 240D with the 616

I like to put the three variables in order--in order of how much control you have over each. So, I put 'em in this order--crank, cam, ip. Find TDC on the compression stroke on the crank. Then check to see where the cam is. If you're off a few teeth, you've got to correct it at the cam, not the ip. Once you have those variables controlled, then check ip timing. Do a search for ip timing--you'll find a bunch of stuff there. Good luck.

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1998 E300D, 287k, barely broken in.

ok that makes sense now let just say you didnt have a chain on at all like if you were rebuilding a motor or something like that how do you get your pump in the right spot does the drive gear in the timing cover not matter what position its in as long as the pump is locked and put in time properly ?

The short answer is yes. As long as cam and crank are lined up doesn't matter where the timing device gear is inside the cover, only the internal timing of the IP counts.

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1982 300TD 210K miles ("The Replacement" aka "The Anvil") - SOLD
1979 300SD 245K miles (never ending project)
2007 Pinarello F3:13
1995 Ducati 916 (SOLD, sniff)
1999 Ducati 900SSie (SOLD)

The injection pump should have a spline missing on its drive gear. This must be lined up with the line on the end. In this position, the pump is at the point of injection for cyl. #1. In this positon the pump should be installed with the engine at its timing spec. I believe somewhere around 13 or 14 degrees before top dead center. This will get you very close, providing all else is okay as previously mentioned in other posts, Paul.

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1984 300CD red/blk 290,000 partial resto
1980 240D 4 sp Brn/palomino gone
1997 Mazda Miata STO edition wife's baby
1988 Lincoln Mark VII LSC next resto
1986 Subaru GL wagon daily
1993 Isuzu pickup field beater
2008 Honda Civic EX-L 5sp wife's new car
1978 Honda XL350
1974 Honda XL70 my Calif. ride in HS

With the marks lined up on the pump, the engine is set at 24 degrees BTDC where there is a mark on the balancer.

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1985 Euro 240D 5 spd 140K
1979 240D 5 spd, 40K on engine rebuild
1994 Dodge/Cummins, 5 spd, 121K
1964 Allice Chalmers D15 tractor
2014 Kubota L3800 tractor
1964 VW bug

"Lifes too short to drive a boring car"

However, based on the lock tool and the visuals the engine is aligned with the IP locked and crank at 14 +/- 1 ATDC for 617's 15 +/-1 for 603 (I assume that gives the resultant 24 deg. BTDC injection)

__________________
1982 300TD 210K miles ("The Replacement" aka "The Anvil") - SOLD
1979 300SD 245K miles (never ending project)
2007 Pinarello F3:13
1995 Ducati 916 (SOLD, sniff)
1999 Ducati 900SSie (SOLD)

if you have ever heard of deutz they make an injection pump with an internal locking tool built in!you uncover a small pin with a spring you reverse the spring and it locks the ip. but you have to make sure that you take the spring and reverse it before you start it or you will destroy the ip. my friend has done this close to 5 times.

No lock tool for his 82, 240D tho. Life could be a whole lot easier if there was one.

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1985 Euro 240D 5 spd 140K
1979 240D 5 spd, 40K on engine rebuild
1994 Dodge/Cummins, 5 spd, 121K
1964 Allice Chalmers D15 tractor
2014 Kubota L3800 tractor
1964 VW bug

"Lifes too short to drive a boring car"