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#1
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Hi, gurus to the rescue, here's the challenge. Got the MB back from the shop and now will not shut down. (Not a MB tech so didn't want to spend 55 an hr for gues work).
Took some readings and here goes: At the 4-way(next to the chk valve) there is~20 in.hg., at each of the ports there is the same reading. With the ignition sw. in 'off' engine runs until I connect vacuum pmp to the brown line,and it responds and cuts off. B-U-T when I connec the red/w tracer and clear(?) w/tracer to the 4-way the engine runs and the port w/ the brown line has ~ 5in/hg. and keeps on running. Sure would appreciate some experts. I'd hate to invest more into this than the value of the car, already 900 into it for R/R of Inj. pmp. Oh yeah, it did work properly before the R/R of inj. pmp. and have not found the intuitivly obvious! Thanks ya'll Leon H. |
#2
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You are loosing vacuum somewhere. Why did you have the injection pump taken out??
------------------ Benzmac: Donnie Drummonds 1991 GMC Syclone ASE CERTIFIED MASTER AUTO TECHNICIAN SERVICE MANAGER FOR 14 BAY FACILITY MERCEDES SPECIALIST 8 YRS PARTNER IN MERCEDESSHOP.COM |
#3
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Good question, long story.Inj. on #3 cyl. would not even dribble. Got a used one and got it calibrated. (Atlanta-Stuttgart;didn't wanna pay 999.00 fer a refurb. cause gonna sell. repair almost equal to value of car? close )So, a local foreign car tech did the work. 100 mi. to Houston had no means to haul up there. Hindsite yep shudda dun it, but...... If there is no remedy this may be over my head it's driveable but got an injector maybe not popping as it should. Runs rich(?)(blue smoke)So, now I can drive it and have the inj. and shut off looked at. Even though the compressor locked up (don't know how it was wotking when I took it to them)It's a gonner, don't have room for three. Man it sure gets up and go up to 100 in a little bit. AND all the clatter almost went away except for a faint clatter (maybe the bad inj.?) Well Benzman you I my hat off to you pros, thought I was a good DIY'er but for me this sure has upped the stakes a bit.!
quote: |
#4
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Well, here's an updaste and a very expensive 'lesson learned'. The 24 deg.btdc is the drip method and it was done by one that is not a MB tech. So my reg. MB tech found it at 15 ATDC! ANother 300+ to get it running. So lesson is IF the car is dead it is worth the trouble to wait until you can get it trailered!! I hate getting burned, don't let it happen to you! Happy motoring guys. LH
------------------ 93 F-150 4X4 110k still strong(them oil changes pay off!) 86 Ninja 1000 60k(sold) 85 300SD 168k 94C280 58K (what a blast to drive 100+ easy) |
#5
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DOH forgot, the reason the engine would not shut is is because the first guys to work on it left the xsmn vacuum line unhooked, sheesh!
Now it's sat. quote: |
#6
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Leon,
There is a method (I used it recently) to set the injector pump using the "locked pump method", this is in the Mercedes Maintenance Manual. Perhaps the first mechanic was trying this method. Although there is a special tool, I fabricated one myself. The pump is locked with the tool, and the engine is set to 15 degrees after top dead center, (15 ATDC) #1 cylinder. The pump is then slipped into position, further "fine tuning" may be required. Yes those vacuum lines that are accidently separated cause many a head ache. |
#7
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My most common experience with this problem is clumsy me knocking a vacuam line loose when changing the oil filter.
Good luck, Larry |
#8
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One suggestion I have for those falling out vacuum lines is: replace the rubber sections. When new these things don't fall out; sometimes they can be real tough sorta like a "chinese finger torture".
The 4-way connector is MB# 117 078 00 45 lists for $3.90. The 3-way tees are MB# 117 078 01 45 list $3.60. The numbers 04,05, and 06 are a variety of step-up vac connections (small hard lin to large hard line etc.) ------------------ Steve Brotherton Owner 24 bay BSC Bosch Master, ASE master L1 26 years MB technician [This message has been edited by stevebfl (edited 07-24-2000).] |
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