What is with the number 2 and 3 inj line connections? I am still looking for a new pump and found this one that was said to be rebuilt but i noticed the off-center look of those outlets and wondered why they are like that.

strange indeed...
it looks like someone has plunged in 2 elements from another IP or even new ones...on the bench all 5 were too off with fuel output so the guy inclined 2 elements to adjust... no problem if the fuel cc supply is to the spec and no spike between all 5....if it is not done properly you will notice shakes on idle like never before

.

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w126 500SEC gen II euro, powered by OM617 turbo stolen from 84 300SD 2.88 diff,EGR blinded
next wish/project: w114 coupe OM603 powered

Normal. Those are the locking tabs which fit over the splined portion of the delivery valve holder. The hole for the locking tab screw (closer to viewer in the picture) is a slotted hole to allow the tab different positions based on where the splines end up after the delivery valve holder is properly torqued down.

__________________
Respectfully,
/s/
M. Dillon
'87 124.193 (300TD) "White Whale", ~392k miles, 3.5l IP fitted
'95 124.131 (E300) "Sapphire", 380k miles
'73 Balboa 20 "Sanctification"
Charleston SC

Max, that is an MW pump not an M.

No reason to assume those are from a different IP etc, they are simply adjusted (for whatever reason might suit your gander). I'd ask for bench flow values...

__________________
http://superturbodiesel.com/images/sig.04.10.jpg
1995 E420 Schwarz
1995 E300 Weiss
#1987 300D Sturmmachine
#1991 300D Nearly Perfect
#1994 E320 Cabriolet
#1995 E320 Touring
#1985 300D Sedan
OBK #42

I'd say that pump is from an '85 or later OM617 turbo engine? Has the ALDA, and also looks like the port for the IP locking tool / IP A/B timer tool.

Doesn't look freshly rebuilt, looks like used and cleaned up a bit.

Nevertheless, the locking tab positions for the delivery valve holders simply happen to be locked down in slightly different positions, that is not a problem.

__________________
Respectfully,
/s/
M. Dillon
'87 124.193 (300TD) "White Whale", ~392k miles, 3.5l IP fitted
'95 124.131 (E300) "Sapphire", 380k miles
'73 Balboa 20 "Sanctification"
Charleston SC

Not sure what you mean by locking tab positions, those are the DV holders. They turn to adjust fuel quantity which may indicate that they are worn.

__________________
http://superturbodiesel.com/images/sig.04.10.jpg
1995 E420 Schwarz
1995 E300 Weiss
#1987 300D Sturmmachine
#1991 300D Nearly Perfect
#1994 E320 Cabriolet
#1995 E320 Touring
#1985 300D Sedan
OBK #42

OK, I learned something new today. They look very similar to the tabs that lock-down the DV holders on all of the four IPs that I've ever worked on.

__________________
Respectfully,
/s/
M. Dillon
'87 124.193 (300TD) "White Whale", ~392k miles, 3.5l IP fitted
'95 124.131 (E300) "Sapphire", 380k miles
'73 Balboa 20 "Sanctification"
Charleston SC

What do you guys think of this pump in this ad? I really wish I could solve this.. my engine hasnt run now for months! He said it has 200K on it and that he was the one that pulled the parts and claims it was working perfectly. All I can go on is how it feels/looks in person I guess. I'd love to find one with less miles though.
Mercedes 300SD parts

if I were you I would buy one from respectable forum member...as a matter of fact...I did ..several months ago..shipped to Europe...works fine.

cheers

__________________
w126 500SEC gen II euro, powered by OM617 turbo stolen from 84 300SD 2.88 diff,EGR blinded
next wish/project: w114 coupe OM603 powered

Thats double what I would pay for a pump without some kind of knowledge of mileage etc. I think your best bet is car-parts.com and getting one with a 30-90 day warranty.

__________________
http://superturbodiesel.com/images/sig.04.10.jpg
1995 E420 Schwarz
1995 E300 Weiss
#1987 300D Sturmmachine
#1991 300D Nearly Perfect
#1994 E320 Cabriolet
#1995 E320 Touring
#1985 300D Sedan
OBK #42

If those Elements have been rotated by someone after it left the Factory the Fuel Adjustment on those Elements is going not going to be right and there is no DIY way to readjust them that I Know off.

Also the Shims under it adjust the timing of each Element to the Fuel Injection Pump Camshaft. So if those were mixed up the timing is messed up.

I would avoid that Fuel Injection Pump.

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84 300D, 82 Volvo 244Gl Diesel

As stated before the MW Fuel Injection Pump does not have locking Tabs. Those projections are acutally Flanges that are part of the Element. Rotating the Element in changes the amount of Fuel the individual Element puts out. You need to put the Fuel Injection Pump on a test Stand to adjust them after they have been moved.

If the MW Elements are removed or ratated they need to go exactly back to the position they came from. The only way to get close to that is to carefully scribe a mark on each Element so you can line the mark back up and even that has a chance for failure.

Also the 17mm Plug and the port for the Timing Locking Pin started about 1/2 way through 1982 on the Turbo Diesels.

The first pic is an M type Fuel Injection Pump showing the locking tabs. The Next pic is a close up of an MW Type Fuel Injecthin Pump showing the two 13mm Nuts and washers that go over the Element Flange and the Delivery Valve holer has a Hex on it instead of Splines and no locking tabs.

Attached Thumbnails

   

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84 300D, 82 Volvo 244Gl Diesel

Interesting! Where did you learn that?

__________________
Respectfully,
/s/
M. Dillon
'87 124.193 (300TD) "White Whale", ~392k miles, 3.5l IP fitted
'95 124.131 (E300) "Sapphire", 380k miles
'73 Balboa 20 "Sanctification"
Charleston SC

I have a 1984 300D Turbo Diesel and it has the 17mm Plug and Port. Also that infomation is in the Mercedes Service Manual which I have on a 2 CD set and I also have the Printed Manual.

It is before the time that the MW Fuel Injection Pump was used on Mercedes but from 1975-1980 I worked in a Fuel Injection Shop and part of My Job was rebuilding Fuel Injection Pumps.

With out a Test Stand and the specs for the Fuel Injection Pump there is liminted things that you can do or remove and replace on the Fuel Injection pumps and the Governor that is bolted onto the Rear of the Fuel Injection Pump (usually the whole unit is called the Fuel Injection Pump).

When these Cars were built Mercedes does not throw away parts when newer improved parts come along. The old parts are used until they are out of them. If you look at one of the sites that has the Part numbers you will see Number that tells you what note to look at and it will give you a Chassis Number range or Engine Number Range that the pictured Part is used on.

I think the VIN Number may also tell you I have never run mine to see what the site would tell me.

Also I have a 1979 300SD Fuel Injection Pump that will work on My 300D. It is for a Turbo Diesel but it does not have the Port for the 17mm Timing Locking Pin. At one time there was a different Timing Locking Pin for it but I have never seen on for sale on ebay and they cost more.
What I mean about the above SD Fuel Injection Pump is that if I insalled that Fuel Injection Pump and sold My Car it would run fine but would not match your VIN or the Parts Catalog.

Then there is those who have swapped out the entire Engine with an older one. Like on 300D Turbo Diesels a 1980 300D would work and the 1979 SD Engine would work as it is a Turbo Diesel but it has some external differances like the Oil Filter Housing and Throttle Linkages that would need to be changed.

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84 300D, 82 Volvo 244Gl Diesel

Awesome, thanks!

Who do you recommend for rebuilding IP's?

__________________
Respectfully,
/s/
M. Dillon
'87 124.193 (300TD) "White Whale", ~392k miles, 3.5l IP fitted
'95 124.131 (E300) "Sapphire", 380k miles
'73 Balboa 20 "Sanctification"
Charleston SC