W116032 450 SE USA Benzin in Öl

Hallo - meine erste Frage
Mercedes-Benz 116
VIN 11603212032653 Baujahr 10/74 _ 450 SE USA

Das Fahrzeug hielt erratische Motorbetrieb.
Erkannt - die Anwesenheit von Benzin in Öl - eine große Anzahl von
Ersetzen aller Einspritzventil (das Original war undicht)
Gemessen wird und der Kompressionsdruck
Gemessener Wert r 11-12bar auf allen Zylindern.
weiteren Ölwechsel
Der Motor kann gestartet werden - nach mehreren Start - wieder die Höhe der Kraftstoffs im Öl.
Kerzen und belasten den Motor noch nicht begonnen hat - bis es sauber ist - begonnen werden kann
Das ich hochgeladen habe den Einspritzvorgang - bitte Bewertung
Bitte Beratung, was zu messen - wo ist das Problem
Dateibeschreibung: Startdrehzahl

1-1 Injektor
2-2 Injektor
3-3 Injektor
4-4 Injektor
5 + Trigger (Trigger contakt Verteiler)



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Hier Datei :M117_2.mwf mysharegadget.com/341831003
Hier Program: usbautoscop mysharegadget.com/497984485
Nach der Installation öffnen M117_2.mwf

Hallo Petr,

also im ersten Bild erkenne ich, dass die Impulse vollständig sind. Im zweiten sehe ich einen 10 ms langen Puls. Bei welcher Drehzahl wurde der aufgenommen? Im Leerlauf wäre das massiv zu viel. Da sollten so knapp 2-3ms anliegen.

Die Pulsform ist auch etwas seltsam. Der Puls klingt nicht gleichmäßig ab, sondern hat einen Sprung. Wie es richtig aussehen sollte, siehst Du hier: . Es könnte aber auch an Deinem Tastkopf liegen.

during the recording the engine speed was equal to starting revvs
basically the impulses were recorded during the starting the engine, as it is not running now

Hi Petr,

in that case and if I read the pulse correctly to have a duration of 10 ms, this is far too much. No wonder, your car gets flooded by gasoline.

Possible reasons for that:

1. MAP sensor's vacuum hose is off or MAP sensor is broken. At the same time idle-run contact should fail and be open even is gas pedal is in idle position
2. Engine water temperature sensor is broken or cable is broken. That simulates -30°C and creates such a rich mixture
3. ECU is broken
4. Wrong components should not create so heavy enrichment.

after reading your post, I realized that the sequence of the injectors is wrong (channel 3 and 4).
But the car was driven like this for last 3 years...



There is short history of the car: the wiring harness was replaced 3-4 years ago. The harness is not the original one - it was wired as per the old original, but by one electrician
Also all temp sensors were replaced
MAP sensor was replaced by refurbished one (from US company GermanStar)
ECU was "repaired"- some of the electronic components were replaced inside (resistors, capacitors) as these were "black" or looked "ïnflated"
but with the same specification
The problem is, that the car was running properly, but rich, with fuel consumption around 20 liters per 100km. Intermittently, the fuel "flooding" occured. It happened three times during last 3 years. the last incident happened quite recently, and since that I am trying to find what is wrong

Just one comment to your notice regarding length of the impulse: the car was started very cold, so it could be also the influence of the enrichment sequence in ECU
I will check the length of the impulse tomorrow again, with the sensors "tweaked"to the hot condition, to see if there is any change in the length of the impulse (to see if ECU is correcting the impulse length)

Best regards, Peter

Hi Petr,

a fuel consumption of 20 liters/100km is definitely too much. As I write in Engine Control Unit (ECU) - the brain replacing a seiconductor can change fuction blocks and make re-tuning necessary.

What is the Bosch number of your ECU and MAP sensor?

Hello Volker, numbers which require:
ECU - Bosch 0280002014
MAF - 0280100122 - Stamped
Thank you for your interest
BR. Peter

Hi Petr,

those are the right components. But you should definitely consider to add the missing rubber covers for connectors.

Now that I have looked at that picture again, I have an idea. As motor wiring harness was replaced and when I see two red and two black cables at MAP sensor connector: Did you check their correct wiring? If primary and secondary coils are mixed, that would create very strange results.

Just check whether pin numbers on MAP sensor connector are connected to the same pin on ECU.

Hello Volker
I'll have to check the entire wiring harness (I did not produce it)
Big mistake is in the order of injection - the car could really ride !!!
Firing order is 15486372
oscilograph first row of cylinders. 1_4_2_3 should be 1_4_3_2
oscillograph by the second series of rollers. 5_8_6_7 correctly
BR.Peter

By the way Peter,

do you in CZ know a source for those contacts in 25 pin connector towards ECU? MB supplied them till 3 years ago but now there is no supplier available in the market.

Good evening Volker,
Unfortunately I don’t know about any supplier for this connector in CZ (for this particular car the old connector was reused).

Regarding the discussed topic w116 450SE – gasoline flooding:
Here are the oscilograms recorded after the change of the wires on the injectors 2 and 3:



Now Engine can be started up, the running is smooth, time of the injection impulses shortened to 3 ms when the engine is at idle speed and operating temperature 80 degC. Tomorrow I will check the wiring harness and sensors, and also will do the emissions test.

BR.Peter

Hi Petr,

I use the Czech version of Peter and hope that is okay.

Now it looks much better. However this change in pulse length cannot have come from the wrong injector group sequence. So maybe 10 ms was not there from the beginning.

Doesn't matter, main thing is that it runs again. Wishing all the best for tomorrow when fine tuning the engine. Don't forget to grease trigger contacts with "Heißlagerfett" and verify proper fuel pressure.

Please spread this website to others in Czech republic. I saw that you are active in CZ MB club.

Hi Volker, I will spread this forum all around the proffessional forums like www.fcd.eu Due to the high level of the knowledge here I am afraid that posting this forum on the usual Czech public forums would destroy the spirit of it :cheer:
But anyway, I will share the link all around the link is already on the diagnostic forum full of professionals this forum is partially paid by users

BR.Petr translated Peter

Hi Volker,
I wanted to send the update on the car. AAV was replaced, works correctly and fine. Thank you again.
I checked everything else on the car, so all sensors are ok, cables corrected, ignition set up, vacuum lines corrected, fuel pressure set up. Car runs good, but still has high CO and CO2 (approx. 7-9 %), I can't get better values. Even the button on ECU is on the lowest value, and idle speed screw at minimum.

Here measured the length of the injection.
Engine temperature of 85 C
850 rpm
T=2,64
Rgds, Petr

Hi Petr,

did you check and adjust idle run switch on throttle switch? If it does not close (measure pin 17 to 12 on ECU), ECU will not adjust idle-run CO. Have a look at chapter "Wartung", there I describe how to adjust idle-run switch. Sorry, haven't translated it to English yet.

Good to hear that auxiliary air valve works well.

Hi Volker,
Tomorrow's check up, but the potentiometer on the control unit has a response.
CO can be increased.
Will study everything again and report.
BR. Petr

Higher than idle 2560 rpm / CO value increases to 11.17%
Lambda factor idling 0.803
Lambda Factor 2560 rpm 0.697
HC 472ppm
The mixture is very rich and can not be adjusted

BR.Petr

Hi Volker,
I am not sure if the previous posts were clear, so here is some explanation. The knob on the ECU is now at the minimum. If I turn the knob, the values go up (CO) so it works somehow - I presume that the throttle switch is adjusted properly. But even at the minimum position of the knob on ECU, values are too high.

If I measure the values at increased rpm’s, CO values go up (at 2560rpm CO is 11.17% for example). More rpm’s, more CO.

Please do you have any table showing the duration of the injection pulse on the vacuum in air intake manifold?

Regards,
Petr