Greetings to everybody I own a 1989 300E that was operating and maneuvering adequately a few weeks ago. However, it was operating somewhat rich, prompting me to modify the fuel/air combination. I have been unable to maintain the automobile since ten. Initially, the automobile only cranked repeatedly. After adjusting the screw, I managed to power it on, however it shuts off after five seconds. The vehicle will cease functioning instantaneously upon contact with the accelerator pedal. I see that the adjustment screw rotates indefinitely in both directions. Any recommendations would be very appreciated.
1989 Mercedes 300E starts and then stalls.
- Thread starter Gendarmerie
- Start date
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I am uncertain about how to begin with this.
Have you explored this site and seen previous discussions on the setting of the CO2 adjustment screw on KE-Jetronic vehicles such as the 300E?
Adjusting that screw, unless under very precise conditions, will result only in distress and insanity!
It resembles the KE-Jetronic air/fuel ratio adjustment screw, although it is not identical.
I recommend consulting the handbook on the procedure to reset the airflow sensor plate's zero position, which will also rectify the screw's proper alignment. If you lack the manual, please send me a private message, and I will provide it to you.
Consult it often; it is your most reliable resource for organizing these vehicles.
Have you explored this site and seen previous discussions on the setting of the CO2 adjustment screw on KE-Jetronic vehicles such as the 300E?
Adjusting that screw, unless under very precise conditions, will result only in distress and insanity!
It resembles the KE-Jetronic air/fuel ratio adjustment screw, although it is not identical.
I recommend consulting the handbook on the procedure to reset the airflow sensor plate's zero position, which will also rectify the screw's proper alignment. If you lack the manual, please send me a private message, and I will provide it to you.
Consult it often; it is your most reliable resource for organizing these vehicles.
These do not consist of American steel with its hollow carburetors.
A technique exists, and it seems you did not try any of the fundamental steps first.
Provide a summary of your previous efforts and actions that have led you to this point for the readers' consideration.
* is a last effort. I presume you did not take enough notes on the plethora. What modifications did you make?
Proceed to the W124 Sticky's, get one or two beers; it is time to concentrate, as advised, and assimilate information to regain a foundational knowledge and choose further actions.
A technique exists, and it seems you did not try any of the fundamental steps first.
Provide a summary of your previous efforts and actions that have led you to this point for the readers' consideration.
* is a last effort. I presume you did not take enough notes on the plethora. What modifications did you make?
Proceed to the W124 Sticky's, get one or two beers; it is time to concentrate, as advised, and assimilate information to regain a foundational knowledge and choose further actions.
I have replaced several components on the vehicle due to its poor performance. I replaced the IAC, throttle body with a calibrated sensor, injectors, OVP relay, and several other components. The automobile remained operational for many weeks, but running somewhat rich, prompting the consideration of a little change. In retrospect, it was a poor decision, and I should have been grateful that it was operational.
Let us take a moment to reflect:
All aluminum torpedo fuses have been replaced with appropriate copper counterparts, and all connections have been cleaned.
OVP: OEM or generic?
Assuming you possess reliable spare relays? for testing purposes. Has the fuel pump relay been tested?
Was the fuel pressure tested?
Access to or use of a multimeter? For testing reasons, analog would be preferable.
All aluminum torpedo fuses have been replaced with appropriate copper counterparts, and all connections have been cleaned.
OVP: OEM or generic?
Assuming you possess reliable spare relays? for testing purposes. Has the fuel pump relay been tested?
Was the fuel pressure tested?
Access to or use of a multimeter? For testing reasons, analog would be preferable.
I read that the adjustment screw, whether turned either counterclockwise or clockwise, would only rotate to a certain extent before halting. If excessive pressure is applied to the adjustment screw, the airflow plate will shift. Is this accurate, or was I misinformed? I inquire because the adjustment screw seems unable to tighten or loosen. The airflow plate seldom shifts when I apply little pressure to the adjustment screw.
What is implied is that one cannot just implement arbitrary modifications to this system. For any improvements to be quantifiable and efficient, it is essential to first establish all core elements correctly.
It is futile to install all those components on the car if the connections have not been cleaned, as I also apply dielectric grease. The most simple aspects of these vehicles may significantly enhance their performance.
I provided the answer to your present problem in my first response; if you want more details, I recommend asking specific questions on that matter.
It is futile to install all those components on the car if the connections have not been cleaned, as I also apply dielectric grease. The most simple aspects of these vehicles may significantly enhance their performance.
I provided the answer to your present problem in my first response; if you want more details, I recommend asking specific questions on that matter.
Indeed, all the fuses are composed of copper; nonetheless, I will ensure that all connections are clean. The OVP is an OEM. I evaluate the fuel pump relay by bridging the connections with a wire. What is the procedure for testing fuel pressure with a multimeter?
Hello w116/126Individual I own a multimeter but lack a manual. I am attempting to send a private message but cannot ascertain how to do so.