Injector #6 shuts off @ 5000RPM on ML320
Thread Starter
Newbie
Joined: Sep 2006
Posts: 18
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From: Melbourne, Australia
ML320 (Build date Oct. 2000)
Injector #6 shuts off @ 5000RPM on ML320
Driving normally - all is ok.
Press the pedal to kick down in gears and reach approx. 5000 RPM, I have determined that the injector for cylinder #6 closes.
Under normal driving, I have determined the injector works fine.
did all the things like:
replacing crank shaft sensor
replacing MAF sensor,
replacing spark plug and lead and coil pack
checked wiring loom
PLEASE.... any solutions?
Press the pedal to kick down in gears and reach approx. 5000 RPM, I have determined that the injector for cylinder #6 closes.
Under normal driving, I have determined the injector works fine.
did all the things like:
replacing crank shaft sensor
replacing MAF sensor,
replacing spark plug and lead and coil pack
checked wiring loom
PLEASE.... any solutions?
MBWorld Fanatic!
Joined: Nov 2001
Posts: 4,260
Likes: 6
From: Philadelphia area
2010 ML550, 2010 E350 4M, 1966 Corvette Convt C2
If in fact it is closing and not delivering fuel at 5000 RPM it could be the engine control module but I would look a bit closer to see if it could be the individual injector. Try swapping with another and see if the problem follows the suspect injector.
Thread Starter
Newbie
Joined: Sep 2006
Posts: 18
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From: Melbourne, Australia
ML320 (Build date Oct. 2000)
Have done the swap over of injectors - still the problem exists.
Tomorrow, the mechanic is fitting a new "computer" which he has borrowed from somewhere.
I will post the outcome of this trial....
Tomorrow, the mechanic is fitting a new "computer" which he has borrowed from somewhere.
I will post the outcome of this trial....
MBWorld Fanatic!
Joined: Nov 2001
Posts: 4,260
Likes: 6
From: Philadelphia area
2010 ML550, 2010 E350 4M, 1966 Corvette Convt C2
If there is some sort of a computer fault its quite possible it would show up on a Star Diagnostic system which is used by the dealers. Perhaps an MB dealer could solve the problem or at least identify it lots quicker than someone throwing parts at the problem and at less expense to you.
Thread Starter
Newbie
Joined: Sep 2006
Posts: 18
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From: Melbourne, Australia
ML320 (Build date Oct. 2000)
Yes, thank you for your input.
Benz dealer did run STAR. Output from it referred to failed injector with possible cause of failure to the catalyctic converted if injector problem persists.
Benz dealer did run STAR. Output from it referred to failed injector with possible cause of failure to the catalyctic converted if injector problem persists.
Thread Starter
Newbie
Joined: Sep 2006
Posts: 18
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From: Melbourne, Australia
ML320 (Build date Oct. 2000)
Well this beats all....
Just spoke to the mechanic who advised there was no apparent fault with the engine - when he drove it cold 1st thing in the morning.
Cylinder/injector reverted to faulty after the car's initial warm up.
PLEASE.... any clues here??????????????????
Just spoke to the mechanic who advised there was no apparent fault with the engine - when he drove it cold 1st thing in the morning.
Cylinder/injector reverted to faulty after the car's initial warm up.
PLEASE.... any clues here??????????????????
MBWorld Fanatic!
Joined: Nov 2001
Posts: 4,260
Likes: 6
From: Philadelphia area
2010 ML550, 2010 E350 4M, 1966 Corvette Convt C2
Well this beats all....
Just spoke to the mechanic who advised there was no apparent fault with the engine - when he drove it cold 1st thing in the morning.
Cylinder/injector reverted to faulty after the car's initial warm up.
PLEASE.... any clues here??????????????????
Just spoke to the mechanic who advised there was no apparent fault with the engine - when he drove it cold 1st thing in the morning.
Cylinder/injector reverted to faulty after the car's initial warm up.
PLEASE.... any clues here??????????????????
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Thread Starter
Newbie
Joined: Sep 2006
Posts: 18
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From: Melbourne, Australia
ML320 (Build date Oct. 2000)
Compression test has been done and readingsa are normal.
Injector from #6 was swapped to the opposite cylinder bank but still the problem existed in cyl #6.
If valve was slow etc, would compression reading be erratic or could it still read normal?
Fuel pressure test showed up ok.
Injector from #6 was swapped to the opposite cylinder bank but still the problem existed in cyl #6.
If valve was slow etc, would compression reading be erratic or could it still read normal?
Fuel pressure test showed up ok.
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MBWorld Fanatic!
Joined: Nov 2001
Posts: 4,260
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From: Philadelphia area
2010 ML550, 2010 E350 4M, 1966 Corvette Convt C2
Have you examined the components of the ignition system for that cylinder?? They can be heat and RPM sensitive. Plugs, wires and coil pack are the likely suspects in that area. Any item that uou look at must be as hot as possible when you test it.
Member
Joined: Mar 2004
Posts: 196
Likes: 1
From: Maryland
2000 ML430
Driving normally - all is ok.
Press the pedal to kick down in gears and reach approx. 5000 RPM, I have determined that the injector for cylinder #6 closes.
Under normal driving, I have determined the injector works fine.
did all the things like:
replacing crank shaft sensor
replacing MAF sensor,
replacing spark plug and lead and coil pack
checked wiring loom
PLEASE.... any solutions?
Press the pedal to kick down in gears and reach approx. 5000 RPM, I have determined that the injector for cylinder #6 closes.
Under normal driving, I have determined the injector works fine.
did all the things like:
replacing crank shaft sensor
replacing MAF sensor,
replacing spark plug and lead and coil pack
checked wiring loom
PLEASE.... any solutions?
Member
Joined: Mar 2004
Posts: 196
Likes: 1
From: Maryland
2000 ML430
You are activating the REV limiter when you rev the engine past 3000RPMs while the vehicle is in park......
Member
Joined: Mar 2004
Posts: 196
Likes: 1
From: Maryland
2000 ML430
You are activating the REV limiter when you rev the engine past 3000RPMs while the vehicle is in park......
Thread Starter
Newbie
Joined: Sep 2006
Posts: 18
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From: Melbourne, Australia
ML320 (Build date Oct. 2000)
Not so.... problem arises when I am driving and push the pedal to the medal.
I have not tried to simulate the problem whilst the vehicle is in Park.......??????
I have not tried to simulate the problem whilst the vehicle is in Park.......??????
Member
Joined: Mar 2004
Posts: 196
Likes: 1
From: Maryland
2000 ML430
Thread Starter
Newbie
Joined: Sep 2006
Posts: 18
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From: Melbourne, Australia
ML320 (Build date Oct. 2000)
Thanx Bulldog...I have been told much earlier it may be a clogged cat converter. Mentioned this to the mechanic. He did an exhaust test where he put some probe in the exhaust outlet (back of vehicle) and said something about O2 levels and exhaust was ok.
I really dont know what that meant.
I really dont know what that meant.
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From: Arizona
BMW FTW
I have to tell you that Cats in the ML are crap, On my 2000 ML I had various engine abnormalities as my Cats started to fail. After they got replaced everything was perfect. I am not starting to see the same things happen in my 2002 ML and I know now for a fact that my driver side Cat has a leak in it. From now on I think its safe to say if you have any engine problems check the Cats first then move onto the MAF sensor.
MBWorld Fanatic!
Joined: Nov 2001
Posts: 4,260
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From: Philadelphia area
2010 ML550, 2010 E350 4M, 1966 Corvette Convt C2
To get back to your problem, what gave you the clue and how did you determine that it was the fuel injector cutting off at the specified RPM??
Thread Starter
Newbie
Joined: Sep 2006
Posts: 18
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From: Melbourne, Australia
ML320 (Build date Oct. 2000)
Sosh, thank you for a well-structured argument - one that I could lean to for further analysis.
The mechanic who first looked at the ML concluded the spark plug failed in cylinder #6 - ande he tried all sorts of swaps and re-tries by, for example, swapping plugs, swapping coil packs, swapping crankshaft sensor, MAF.
All to no avail.
He raised his hands in resignation.
Last MJonday I took the ML back to the dealer who sold me it 3 weeks earlier; he still has it.
It is his mechanic who diagnosed #6 injector was not ejecting fuel at revs over 5K.
He will, today, I think going to swap the O2 sensors from left bank to right bank and vice versa.
He has done an exhaust analysis and advised emissions were normal - I presume this test would have picked up any cat blockage.....
The mechanic who first looked at the ML concluded the spark plug failed in cylinder #6 - ande he tried all sorts of swaps and re-tries by, for example, swapping plugs, swapping coil packs, swapping crankshaft sensor, MAF.
All to no avail.
He raised his hands in resignation.
Last MJonday I took the ML back to the dealer who sold me it 3 weeks earlier; he still has it.
It is his mechanic who diagnosed #6 injector was not ejecting fuel at revs over 5K.
He will, today, I think going to swap the O2 sensors from left bank to right bank and vice versa.
He has done an exhaust analysis and advised emissions were normal - I presume this test would have picked up any cat blockage.....
MBWorld Fanatic!
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From: Arizona
BMW FTW
First off Cats in the ML are not "crap" I had 2 W163's and never had a failure. However I did have a mechanical failure in an 01 E Class on 2 Cats.They are subject to the bad weld problem like many european cars that has long since been corrected. Cats are a consumable part. They can fail in several ways; Mechanically with the case or the innards breaking apart, By clogging up and creating back flow. This is usually caused by using the improper fuel, running too rich or by plain age or high mileage. Also can fail by the catalyst just wearing out and not doing its job. The first type of failure will give either rattles and/or an exhaust leak. Clogging can usually be heard in the exhaust note or visually by looking ito the unit while its not installed in the car. This type of failure also produces a sulpher like smell and the cat gets much hotter than normal. The third type of failure can be diagnosed by an emmissions check. The symptoms of a clogging failure can also cause a degredation of power and rough running at higher RPM's. However I do not believe that it would cause only one cylinder not to fire.
To get back to your problem, what gave you the clue and how did you determine that it was the fuel injector cutting off at the specified RPM??
To get back to your problem, what gave you the clue and how did you determine that it was the fuel injector cutting off at the specified RPM??
2000 ML 320- cat blew out weld failure at about 45k miles
2002 ML320- cat again weld failure at about 57k-59k miles
2002 ML320- going in for service to get 1 cat replaced 36k miles
I think part of the reason might be the location very close to the engine so they warm up fast to reduce pollution, well that fast warm up seems to be the cause of many Cats failing due to cracks vs having them get clogged. I think if you took a poll of people who have had Cat failure my guess would be 90% + had them fail because of cracks vs getting clogged.
If you go look up about the ML one of the "notable" items they brag about is being ultra low emissions due to the placement of the Cats close to the engine so they warm up fast.
