Author: 00c12f

Hello, It is well known that the camshaft adjusters often give up the mind. After my research it is because of the pen that slips out of the pulley hole and digs in there and that gets worse and worse. Some time when the box then rattles for seconds after starting. Since the evil is only the plate it should be easy to rebuild. The pen can be turned first. The pictures are not of me, but show what it is about. Now my question: Does this already have Is there any manufacturing drawings? Would be great if someone could help. Greetings Markus

I have a question: I have 93000 km and for some time now – I think – the engine sounds rough. Does anyone have the same problem? And what can I do?

At the end of last year I got a new cooler on our S203 there are no external leaks. No change in exhaust gases and no CO2 in the balance tank will be in cold still with hot engine. But I have to give in to some cooling water every few 1000 km (about 0.2 liters.) No signs on the oil lid. Where do I lose the water? Running power 430.000 km

I would have presented an interesting topic for discussion and fact finding: diesel with throttle valve. I know of various systems. for example, at mb the diesel engines were equipped with a DK until the 1970s, because the injection pump was controlled by underpressure. (without dk you don’t have any underpressure). secondly, I noticed the dk with the new cdi motors (646) with DPF (or RPF) that the motors also have a throttle valve again. but here to steue I also heard about ner dk at ford, but I don’t know what the good thing is. I heard a few rumors that they are to turn off the engine. actually also stupid, but no matter what, there will be a reason. and this is exactly what I wanted to find out with your help in this threat. so who has different applications for a DK in the diesel engine should write here. especially I think of diesel screw. or other diesel. exper mfg andreas

Servus, yesterday I stopped at the traffic light. The car (320cdi 2006) turned almost in idle although it was on D. Backward however was no problem. So first the possibility discussed to drive back home and then pushed up to the workshop. After cooling he drove again a few meters, but after a few seconds lost the power and stopped. Diagnosis says P0730 inadmissible transmission translation. After many YouTube and phone calls with gears heinis I then got the Ge I brought the control unit to a speci, which again sends it where it is connected and tested by simulation. A few weeks ago I had the cardan shaft replaced because of the beating noises from the area of the gearbox, where the cross camp had been knocked out. Did someone ever have a similar case? L g from good Otto

Good day dear community… I bruache so slowly really advice from you, I’m almost at the end of my screwdriver knowledge I drive a CLS 219 320cdi with OM642 V6 engine me spit out wurth, that the loading pressure stacker is defective, this was also the case (platinum smeared through). So I replaced it. Mistakes remained however … so I pulled off the EKAS plug on advice of some FB colleagues and the car ran back normal (some less power around below but no more emergency run) S omit was for me actually clear that the EKAS is defective … this I exchanged today everything closed and tried…. and what happens car in emergency run and the error codes are back again….. When I plug off the EKAS runs the car around without emergency run, the same game, when I install a 4.7Kohm resist, then the car runs in emergency run …. I no longer understand so slowly where the problem is…. The flaps are smooth and the sting is not broken! hope someone can help me here, colleagues thought shcon that is 100% of the DPF! but that also did not bring any improvements, I ran a second time with holes in it…. I despair so long with the car or the engine…. Exchange history of the last weeks! Charger changed EKAS exchanged AGR sensor exchanged Differential pressure sensor exchanged AGR valve cleaned Turbocharger was exchanged at 193k Km (currently 224k km)