need a source for vacuum diaphragm (m110) - Mercedes-Benz Forum

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post #1 of 18 (permalink) Old 07-13-2016, 11:07 AM Thread Starter
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need a source for vacuum diaphragm (m110)

Hi all. I have a 1973 280C carb model. And i have a small tear in my vac. adv. diaphragm preventing me from drawing enough vacuum to actually advance the distributor. ..

The part i need is: 0001582818

which is listed by MB and everywhere else I look as NO LONGER AVAILABLE.

so, i turn to you fanatics. Anyone have one? or know where one is to be had besides combing junk yards?

Please And Thank you.
Tom.
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post #2 of 18 (permalink) Old 07-13-2016, 12:26 PM
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Single diaphragm model or dual?

The single diaphragm is for vacuum retard.
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post #3 of 18 (permalink) Old 07-14-2016, 11:10 AM Thread Starter
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maybe it is retarding then (?) i forget... anyway, the busted part # in question is 0001582818 says unavailable all over the internet. i even have classic center scoring their inventory for it... so far no luck.

more importantly, do you have or know where i can get it?

Thanks Mike.
T
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post #4 of 18 (permalink) Old 07-14-2016, 12:57 PM
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It is basically for emissions. It's pretty rare for them to go bad.

Set the timing to 10 degrees BTDC at idle with the hose disconnected and plugged. Rev up the engine to about 3K RPMs and check the timing again. Should be showing 30 degrees BTDC apx. (+/- 10 degrees). Timing advance is controlled by a spring/weight mechanism.

Attach the hose and re-check the timing at idle to see if it changes.
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post #5 of 18 (permalink) Old 07-14-2016, 01:13 PM
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@rwd4ever has a 1976 280slc c107 d-Jetronic parts car. If it turns out that the distributor is the same, give him a shout.

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post #6 of 18 (permalink) Old 07-14-2016, 03:00 PM
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The part isn't available in Germany, too.

You can use the part of the newer K-Jet-models instead as I just learned in a mercedes-workshop that repairs classic cars.
The Bosch-Classic-Centers do the same.


Sorry - no parts#.

Regards
Norbert

- Have a look at the cars at our D-Jetronic-event: https://oldtimer.tips/media/kunena/a...1/DieAutos.JPG
(Opel, Citroen and Volvo are D-Jet-cars, too... )
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post #7 of 18 (permalink) Old 07-15-2016, 06:13 AM
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Quote:
Originally Posted by nordfisch View Post
The part isn't available in Germany, too.



You can use the part of the newer K-Jet-models instead as I just learned in a mercedes-workshop that repairs classic cars.

The Bosch-Classic-Centers do the same.





Sorry - no parts#.



Regards

Norbert



- Have a look at the cars at our D-Jetronic-event: https://oldtimer.tips/media/kunena/a...1/DieAutos.JPG

(Opel, Citroen and Volvo are D-Jet-cars, too... )

Tombot has a carburetor version, not d-jet.

But I think the fact is that the ignition system can be unrelated to the fuel system. I believe the ignition system on my 1973 450sl was essentially the same transistorized ignition that was on my 1972 250 w114 with dual zeniths, and I think that was the same as the pagoda cars.

I believe it was coincidental that the k-jet 107s don't have the transistorized points system, but honestly I do now know for sure. I just know that there are no points to adjust in the distributors on k-jet cars.

But anyway, @rwd4evr has a 1976 m110 d-jet 280slc that was smashed in the front end and looks like it was a running and driving car until the day it was smashed. I would be willing to bet that the ignition parts are at least similar between the 1974 and the 1976 m110 even though they are different fuel systems.

As for the k-jet, I would think that it would be an upgrade to get rid of the points. I don't know what other modifications would be required though.
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post #8 of 18 (permalink) Old 07-15-2016, 08:08 AM
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Originally Posted by Fonzi View Post
Tombot has a carburetor version, not d-jet.

But I think the fact is that the ignition system can be unrelated to the fuel system. I believe the ignition system on my 1973 450sl was essentially the same transistorized ignition that was on my 1972 250 w114 with dual zeniths, and I think that was the same as the pagoda cars.

I believe it was coincidental that the k-jet 107s don't have the transistorized points system, but honestly I do now know for sure. I just know that there are no points to adjust in the distributors on k-jet cars.

But anyway, @rwd4evr has a 1976 m110 d-jet 280slc that was smashed in the front end and looks like it was a running and driving car until the day it was smashed. I would be willing to bet that the ignition parts are at least similar between the 1974 and the 1976 m110 even though they are different fuel systems.

As for the k-jet, I would think that it would be an upgrade to get rid of the points. I don't know what other modifications would be required though.
Hi,
I noticed this is not a D-Jet-car. But this doesn't mean anything about the ignition. It's the same system, as you mentioned.
And - it doesn't make any difference if the car has ignition points or not - the needed part is also to be found in the newer models with sensors.
Nowadays such a part is obsolete - but the K-Jet-cars still used it, for example. The part looks a little bit different, but is compatible.
I just saw the cconversion in a workshop, as I told.
(The R107 are all equipped with transistorized ignitions - with points, without points, different types of switch-boxes...)
I by myself are happy with the 'pointed' ignition I have - never had any problems with this type of ignition. But I know how to maintain and adjust it...

Regards
Norbert
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post #9 of 18 (permalink) Old 07-15-2016, 08:32 AM
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Not that it really matters since Tombot has a 1973 but 1976 was a "change over" year. Up to a certain model number the standard Kettering ignition points were used. A variable reluctor pick up module was used from then on.
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post #10 of 18 (permalink) Old 07-15-2016, 08:38 AM
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After you get the timing issue resolved you might look into replacing the points with an electronic system. Pertronix, HotSpark or the Crane XR systems are all good candidates.

The Pertronix and HotSpark are Hall Effect systems. The Crane is an optical pickup.
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