Car was running fine. Well maintained. Installed IP Gear per MB instructions. Noting that I always turned engine correctly. However I did turn IP pump "backward" to set chain timing. Any suggestions?

Why was the gear replaced? Did you use a locking tool to lock the IP in time before reinserting it? If not, check cam and IP timing.

__________________
Current stable:
1995 E320 149K (Nancy)
1983 500SL 120K (SLoL)

Black Sheep:
1985 524TD 167K (TotalDumpster™)

Gone but not forgotten:
1986 300SDL (RIP)
1991 350SD
1991 560SEL
1990 560SEL
1986 500SEL Euro (Rusted to nothing at 47K!)

Is the "IP Gear" the IP timer / gear assembly? If that is correct, then what Diseasel said: IP timing may be off if the engine was rotated or the IP was rotated.

__________________
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

IP Gear was replaced due to vacuum pump failure. IP lock used. Timing of crankshaft, camshaft and IP was set and confirmed with AB light tester

Question: is IP pump rotation mandatory to be clockwise?

Was the pump installed in the engine during this, or outside of the engine? How far backward did you turn it and why? What do you mean "to set chain timing"? Did you remove the locking tool prior to turning the IP?

Reading the FSM I don't see any caution about which direction to rotate the IP, but there is a caution about not rotating the engine backward. I would never rotate the pump backward, just doesn't sound like a good idea given the delicate nature of the pump internals.

Did you do anything else to the injection pump or the injectors? Have you properly bled the steel injection lines?

__________________
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

The IP doesn't care about which direction it is turned. The input shaft turns a camshaft and drives the weights on the governor. Neither of those items is directional so turning the shaft backwards won't hurt it.

When installing the IP, it must be locked with the locking tool. The timing of the crank and camshaft are then set (assuming they weren't set already), then the IP installed and tightened in place prior to removing the locking pin.

Be aware that the eBay locking pins have a very narrow/shallow groove in the end of the pin and may not fully engage the tang on the governor weight.

If the IP was running fine prior to removal and installation, the IP is not likely to be the issue, they don't go bad "just because". Timing and/or air in the fuel system are the most likely culprits.

__________________
Current stable:
1995 E320 149K (Nancy)
1983 500SL 120K (SLoL)

Black Sheep:
1985 524TD 167K (TotalDumpster™)

Gone but not forgotten:
1986 300SDL (RIP)
1991 350SD
1991 560SEL
1990 560SEL
1986 500SEL Euro (Rusted to nothing at 47K!)

Thanks for feedback. Diseasel300 is correct that timing lock was tight fit.

Had much trouble with installing IP gear due to IP locking device popping off. When engine hand cranked, caution was taken by tie strapping timing chain to camshaft gear.

The IP is set at 15 deg with AB light. Camshaft and hamonic pulley is verified.

I ran diesel purge and replaced fuel filter. Marginal improve engine knock sounds. Be is still rough and smoking. Heavy white smoke at idle.

I will check compression and injectors. I suspect leaky injectors on #3 cylinder.

BTW, IP gear was replaced because of vacuum pump lobes damaged. New vacuum pump was installed.

Are you set at 15˚ ATDC on the COMPRESSION stroke or on the EXHAUST stroke? It seriously matters. The engine can run if you timed it on the EXHAUST stroke, but will have no power and smoke like a train.

__________________
Current stable:
1995 E320 149K (Nancy)
1983 500SL 120K (SLoL)

Black Sheep:
1985 524TD 167K (TotalDumpster™)

Gone but not forgotten:
1986 300SDL (RIP)
1991 350SD
1991 560SEL
1990 560SEL
1986 500SEL Euro (Rusted to nothing at 47K!)

Going back to your starting point: Car was running fine.
Before you start testing injectors and what not like others have said be 100% sure your timing is correct!
As a side note, long ago, I replaced a IP on a 603 with a fully rebuilt exchange and could not get the thing to start. Checked everything 3x. Had no fuel to the injectors. On a hunch I took the side cover off and found the rack was jammed in the zero fuel position.
We can only assume that happened in transit when it was shipped across the country and the box was all banged up. Popped it free and its been perfect for years now.

__________________
---------------------------------
87 300SDL
87 190D 2.5NA 5sp
90 300GD with 606 turbo!
08 GL320 CDI
12 ML350 Bluetec
---------------------------------
Past rides:
82 300SD - the one that started it all!
81 240D
87 300SDL - the first one.
92 300D 2.5 Turbo
99 E300 Turbodiesel
07 E320 Bluetec
12 S350 Bluetec

The 15 atdc was checked, but to verify. The camshaft mark and #1 camshaft block mark (as used to measure chain stretch) is TDC and then harmonic pulley is rotated cw to 15 atdc. In addition, the camshaft intake and exhaust lobes are approx at 10 and 2 o'clock, viewed from front of engine.

As for rack linkage, engine start with a little petal action and will idle and rev up. I will further inspect for proper action.