Trap Oxidizer Replacement Pipe
 

Ok so check this out. My 87 300TD wagon has a trap oxidizer on it still. I took it by the dealer and they ran the vin, it comes back as already replaced as part of their campaign back in 1991. Somewhere between now and 1991 someone must have replaced the engine but did not swap over the replacement trap oxidizer parts.

NOW, I want to get creative with my welder, grinder, band saw and some steel pipe and make my own straight pipe by cutting the connection plates off the old trap oxidizer and welding up some pipe in between to make the replacement part.
Has anyone done this, what can go wrong? Redneck I know but what the hell..:rolleyes:
Grab some coffee and discuss......

Interesting. Is there an engine serial number that you can refferance? This trap oxidizer repair was not out of Mercedes good of heart. It was ordered by the government I believe. That is why it is still in force. Otherwise Mercedes would have said years ago the car is too old.

Also run the vin through another dealership if suspicious. You can get a lot of free goodies with the recall beyond the pipe. Just make sure the engine was really changed.

I have the engine number that came from the factory. I met the tech that did the investigating work on the engine, he says the number on this engine is pretty well corroded and he was unable to read it, I'll have to get in there and see what I can do to clean it up and see what it is.

Can anyone detail what the recall was supposed to replace? My 1985 CA 300D had the trap oxidizer on it when I bought it in 2001. The prior owners had a stack of receipts from their regular trips to the dealer, so I doubt they would have skipped a recall. They even took it in when a few digit segments in the radio LED failed and paid $$$ for such fixes, probably why they gave up on the car.

BTW, my engine failed at 330K miles. Something was bouncing around in the #1 cylinder, but I think it was a chunk of piston since the catalyst in the exhaust appears intact. How does the trap oxidizer cause the engine to fail? I now have a 1981 turbo engine installed w/ normal manifolds.

I have on my list of fabrication projects, a trap-ox bypass pipe and a 123 trailer hitch receiver. I already have the Sanden retrofit kits in full swing, and will soon concentrate on the bypass pipe. I already have the fixture (thanks to another forum member), and hope to start manufacturing them soon (warm weather come soon!). On reason is that my bro has an'85, and is in need of a bypass pipe (underpowered, he believes the trap-ox is the culprit). My design will use mandrel bent tubing, and the existing flanges. I may have new flanges laser cut if trap-ox cores become scarce. Stay tuned.......Rich

Another thing just occurred to me. Is the trap-ox on a 617 the same as a 603? If they are different, my fixture will not work for a 603 bypass pipe. I would not mind making a different fixture if needed for the 603.....Rich

Very different.

http://www.peachparts.com/shopforum/...-pipe_2856.jpg

http://www.w124performance.com/image...p_oxidizer.jpg


Sixto
87 300D

Thanks Sixto. BiiGrissom, do a search here for "trap oxidizer replacement" their is a lot of good information on the subject.
Sixto did you make the pipe in the first photo? That looks like what I hope to build.

I forget the source of the first picture but I know Jeremy (jeremy5848) had one fabricated. Someone talked about offering such a pipe but I don't know what came of it. In any case, such pipes only make sense for a 617 since there are no factory replacement pipes. If you have a 603, try the parts forum, eBay or a scrap yard for a replacement pipe. Heck, it might not even cost that much through MB.

Sixto
87 300D

Good info I found.
I mis-spoke. My 85 CA 300D did not have the "trap oxidizer" when I bought it. It had the factory replacement "oxidation catalyst" (PN A 126 490 34 14) that fits in the same place. Easy to identify since the later has a shiny sheet-metal heat shield instead of bare cast iron. Not on the car now since I kept the federal manifolds that came on my earlier used engine. I will hang onto the catalyst, manifolds, and turbo in case EPA or CA emissions rules change and I must put my car back to 1985 factory setup. I would prefer not since the new catalyst is still upstream of the turbo and still threatens it with ceramic debris.

On the Kaili 85 300D with the Trap Oxidizer, the exhaust goes through the trap first, then it goes through the Turbo to spin it. There will be an exhaust temperature drop going through the Trap first.

The best way to change the 85 Kali 300D, is to install the Federal Manifolds, Down Pipe, Turbo and Turbo Oil supply line. The Exhaust then goes directly into the Turbo from the engine to spin it, and then out the exhaust.

If you can locate some 78 - 79 W116 300SD none EGR manifolds, that would be better. :)

Charlie

The local dealership was kind enough to write me up a list of parts that they found needing replacement.:rolleyes:
They quoted a price of $3400.00 for "trap oxidizer campaign" :eek:

Trap campaign includes a full exhaust system with an oxidation catalyst in the down pipe and replaces the rear section seemingly for no other reason than to ensure you can't reinstall a catless down pipe. In some cases they throw in a new turbo if trap failure sent chunks into the turbine housing. You have to price just the replacement pipe. Could be $50, could be $500.

Sixto
87 300D

SCORE!! I found an 87' wagon in the junkyard today with the bypass tube in place! $19.99 plus a core fee and I was out the door. Too bad it had a #14 head on it. Now when I get some time in the next few days I will get that on and be done with it. While I am at it I will forget to re-install a few EGR type of components that happen to be in the way.:rolleyes:

A freeze plug found its way to the EGR port of my replacement pipe -

http://i196.photobucket.com/albums/a...IMG_5986-1.jpg

Sixto
87 300D