Testing and Inspection of fuel system pressure for 1982 Mercedes Benz 380SL (107 Chassis) V8-3839cc 3.8L SOHC (116)
Test Values
Primary pressure – 5.0-5.6 bar (76-82 psi )
Control pressure, warm-up cycle completed – 3.4-3.8 bar (49-55 psi )
Acceleration enrichment with 500 mbar (15 in. Hg. )vacuum applied to lower connection of warm-up compensator with engine warm – 1.4-1.8 bar (20-26 psi )
Control pressure, engine cold according to ambient temperature warm-up compensator. Refer to charts below.
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This document is installation step of cold-start system test for 1985 Mercedes Benz 380SE (126 Chassis) V8-3839cc 3.8L SOHC (116)
Special Tools: Valve Tester, Bosch KDJE-P 400 – 904 589 00 21 00 Connective line, cold-start valve to tester – 117 070 28 32 Connecting fitting, connecting line to tester – 915006 004002 Safety plug for ignition system – 102 589 02 21 00 Conventional Tools Digital multimeter (volt-ohmmeter) – e.g. Sun Electric DMM-5 Tachometer – e.g. Sun Electric
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The components in this Fuel Injection Test Kit enable the testing of the fuel delivery pressure to the engine. Pressure Gauge (1) connections are made either directly to the pump, or in-line with the pump and engine.
1. Relieve the fuel line pressure from the vehicle fuel system. Refer to the vehicle manufacturer’s service manual for instruction on relieving pressure from the fuel line, testing procedures and connection points, and normal pressure readings.
2. Use the various fittings and hoses to connect the Pressure Gauge (1) directly to the fuel pump, as in the case of the VW®, or in-line with the fuel pump and engine for most other vehicles. See connection examples on the next page.
Use a small amount of pipe compound or teflon tape on the connection threads to prevent leaks. Tighten using a wrench (not supplied).
Caution: Make sure all connections are tight to avoid fuel leaks.
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The tire pressure warning system informs the driver if it detects a low tire pressure. When the tire pressure warning system detects low tire pressure in any of the 4 wheels which affects safe driving, the tire pressure warning light comes on. Tire pressure warning system is controlled by the Brake Actuator Assembly (skid control ECU). When the tire pressure reset switch is pushed, the tire pressure warning light goes off.
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By a built-in sensor unit, the manifold absolute pressure sensor detects the intake manifold pressure as a voltage. The ECM then determines the basic injection duration and basic injection advance angle based on this voltage. Since the manifold absolute pressure sensor does not use the atmospheric pressure as a criterion, but senses the absolute pressure inside the intake manifold (the pressure in proportion to the present absolute vacuum 0), it is not influenced by fluctuations in the atmospheric pressure due to high altitude and other factors. This permits it to control the air-fuel ratio at the proper lever under all conditions.
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The program cassette in the Multi-Tester pro is the component which gives the diagnostic equipment its unique test performance. The program cassette can easily be changed to set the Multi-Tester pro up quickly for the diagnostic task at hand. The Multi-Tester pro software is available in two levels of functionality, Plus line and Pro line. This manual covers the operation of the Plus line cartridge. The Plus line cartridge has the following functions: engine DTC:s and monitor list, airbag DTC:s, ABS DTC:s and snapshots. This fault-finding instruction describes the serial application for trouble shooting via the diagnostic connector on Mercedes.
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They called it der Panzerwagen. The “armored car”, as it translated from the Teutonic tongue,
wouldn’t seem to be a very dignified name for an automobile that’s become one of the most
coveted status symbols of our times. But those in Mercedes-Benz engineering who coined the
moniker for the new 350SL had a point. Compared with the lovely, svelte 280SL that it was to
replace, the 350SL did indeed look brutishly impregnable.
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Fuel Pump Circuit Schematic Refer to the schematic diagram and test the system with the diagnostic chart. CHECK FUEL PUMP OPERATION IN “D-CHECK” MODE 1. Connect “Test Mode” connector. [1] 2. Turn ignition “ON.” 3. Check fuel pump for proper operation. Fuel pump should cycle on and off. [1]
Refer to “How To Display and Read Diagnostic Trouble Codes” in COMPUTERS AND CONTROL SYSTEMS.
1. Disconnect relay connector and remove relay from its bracket. 2. Measure resistance of relay coil between terminals #1 and #3. It should read 70 Ohms. 3. Connect 12V to relay coil terminals and check continuity between switching terminals. Connect battery “+” to terminal #1 and battery “-” to terminal #3. Relay should “click” when energized.
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Most late model cars have in-built defence mechanisms to guard against increases in boost pressure. Such systems are important but can be an obstacle when increasing boost pressure The Turbosmart FCD2 will allow boost pressure to be increases above the factory level and prevent momentary shutdown of the fuel injection system.
IMPORTANT NOTES ON YOUR BOOST CONTROLLER
• Once the fuel cut defender has been installed, the factory over-boost fuel cut will no longer operate at the factory level. The boost can now be raised to dangerous levels which can damage your engine if it is not capable of handling higher boost pressures. Be extremely cautious when increasing the boost pressure above the factory level. Seek the advice of your local tuner or performance specialist for further information
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REMOVAL & INSTALLATION the GM Full-Size Trucks Fuel Injectors
1. Disconnect the negative battery cable.
2. Relieve the fuel system pressure.
3. Disengage the fuel meter body electrical connection and the fuel feed and return hoses from the engine fuel pipes.
4. Remove the upper manifold assembly.
5. Tag and remove the poppet nozzle out of the casting socket.
6. Remove the fuel meter body by releasing the locktabs. Each injector is calibrated. When replacing the fuel injectors, be sure to replace it with the correct injector.
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