Sounds like you're saying to jump power directly to the starter. Since the original poster doesn't sound very experienced with this kind of thing, it would probably be prudent to advise to wear heavy gloves and safety glasses or face shield when doing this and be ready for a brief shower of sparks. And use heavy gauge wire.

And, what year S320?

Brett

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1997 S600 sedan

He is not jumping the Starter, he is jumping the solinoid...and I assume you know the difference between amp draw of the primary solinoid circuit in camparison to the amp draw of a starter..

You a TECH ?????????????????????


... for original poster:
Do a Search On "X27 " ..that is the 3 wire terminal we use for starter circuit verification...there are many post on the subject. Wire size for jumper will be same as the center wire at the X27 terminal....it is the starter that requires a heavy cable , not the solinoid in this simple circuit test.

hahaha. no, no, no. Are you????

It sounded like I said, so a little more explanation for the benefit of any less inexperienced DIY'ers here would be, well, beneficial. I certainly know the amp draw difference you speak of, but many do not.

If you are a tech and have some knowledge of the M120, I'd appreciate your input on my recent idle troubles. You can PM if you have any insight so as not to hijack this thread.

http://www.peachparts.com/shopforum/showthread.php?t=205825&highlight=p1580

Brett

__________________
1997 S600 sedan

<
>>

..well, I sure doubt that you do either ..why would you tell the guy he is going to experience a "Spark Shower Show" by following a simple ignition/K-38 relay jumper technique we use everyday to test the starters upstream/downstream circuit??????

The simple diagnostic test I mentioned is used all the time to narrow down a starter circuit fault by taking the battery, starter , starter solinoid, and poor ground possible faults out of the equation in 30 seconds without a danger to the guy doing the test..this is NOT a HIGH AMP CIRCUIT !!!!!....We then know if the problem is upstream at the ign sw/k-38 relay, or NSS chain.

It is best not to go telling guys they had better use a helment, face shield, and gloves to do a simple diagnostics test that I post and that you know little about. It hinders the diagnosis procedure... and if there were a Danger of high amp jumpering, I would mention such in my test procedures.
Thanks.

I doubt it takes the starter "solenoid" out of the equation there, else it would be a high amp circuit. So I guess the question is are YOU a tech????

I don't understand why some people get all bent out of shape here.. The guy was just trying to help and made a mistake.. Just as you did in your post about removing the solenoid from the equation. I'm believe that the test you cited will check the starter and solenoid. In other words if the jumper test is a success, the starter/solenoid is good and you should look elsewhere. If it fails, then suspect starter/solenoid/loose connection, etc..

Please, someone feel free to correct me If I am wrong.

__________________
Bill

Backyard Shadetree Mechanic, 30 years running.

1987 300TD
1988 300E (sold, sniff)
1999 S320
1981 Volkswagen Rabbit Truck (Diesel)
2001 Ford Expedition
1988 Suzuki Samurai
On my list to buy: R129, for me, and a R107 for my wife.

<
So what's the problem ..that is Exactly my point. Go re-read the post, or better yet , do a search on "X27 "
The test point takes any component out of the fault equation DOWNSTREAM from the X27 test point..so, if the starter cranks when we jump 12 v power to the x27 test point, we then know all is well from that point On..that includes starter, solinoid , cables ,starter ground, etc...and we now know the problem is UPSTREAM from the test point...just like I said ..K38 relay, ign sw. and NSS switch are then suspect, as that is the series circuit feed chain for starter soinoid circuit on that chassis.
The resaon we use that x27 connector is b/c it is the midpoint between the cabin feed [ ign sw/nss/and starter lock-out relay,K38] and the actual starter/soinoid circuit.
The point being, we are not concerned with a high amp jumpering when we jumper 12v to this test connection...it is simply a jumper of the cabin ignition sw and NSS/K38 lockout...very effectve and convienient test for a diyer , without being told to watch out for the high amp arching that a jumper to a starter would entail.
Ask around here how many have used the x27 connector test I post in order to remedy their No crank condition....... it is the first test one does for this condition and it is not a Dangerous Test..that is where I disagreed with the posters Warnings.
A Dalton
BenzTechs

Ah, you are correct, after re-reading I see what you are saying.. I stand corrected on questioning your post. Just so you know solenoid isn't spelled solinoid. Hope I got that right.. grin.

__________________
Bill

Backyard Shadetree Mechanic, 30 years running.

1987 300TD
1988 300E (sold, sniff)
1999 S320
1981 Volkswagen Rabbit Truck (Diesel)
2001 Ford Expedition
1988 Suzuki Samurai
On my list to buy: R129, for me, and a R107 for my wife.

I told you why in my original post. It sounded like you were talking about jumping power to the starter. Obviously, I'm not a technician, but since you don't know, I am a competent diy'er. No need to be defensive about it. Just a little more explanation, and I'm on board. I do know the difference between the solenoid amp draw and the starter motor amp draw. Really.

I believe it's not a good idea to give too little information in posts particularly for the benefit of inexperienced practitioners who for the most part don't know what they are doing. With your further explanation, it is now quite clear exactly what the test is accomplishing and what it is not accomplishing and also that there is no high current danger. I appreciate you making that clear.

Any insight on a fast idle on an M120 after removing and cleaning the throttle bodies? Where would you start?

Brett

__________________
1997 S600 sedan

which gauge is suitable? Thanks!

__________________
1996 E320 since 1/16/08, 171K miles as of Feb 2011

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1989 300CE - R.I.P. Dec 29 2007
Other MBs (sold): 1992 300E-24 - 1979 350SLC - 1984 230E - 1990 300CE