A malfuctioning fuel injector may cause several different things to occur. For the mercedes, they actually have a mind of their own as the car manufacturer decided they wanted a unique system of fuel injection, at least different then that of most systems. The control valve may act up and not allow fuel to inject at intervals. Instead, it may take be clogged with debri, gunk, and other trash which needs to be serviced in a shop to be repaired. One very common activity with your fuel injector is it may cause the valve to stay closed and burn gas in a manner that is inconsistent with normal gas usage, the vehicle will start to blow out black and dark smoke out the rear end, trick your cars oxygen sensor, and allow the system to burn a larger amount of fuel for the same mileage. This problem needs to be solved in a shop where the equipment is available to make adjustments and flush out your system.
IM SENDING MORE INFORMATION YOUR WAY. Let me know once you recieve this.
Bruce
HELLO, I ALWAYS GIVE THE BEST INFORMATION REGARDING THE MPI MODULE. I ALWAYS TELL MY NEW MECHANICS TO FOLLOW THIS INFORMATION BELOW
IMPORTANT INFO REGARDING YOUR MPI SYSTEM
Multiple-port fuel injection was used, with 36 psi of fuel pressure in 1987 and 48 psi in 1988; it ran on regular gas. Two injectors fired together, with the same controller, one against a closed valve and one against an open valve. Sequential injection with single injectors firing one at a time would be used starting in 1992. (The 2.2 and 2.5 liter engines would only have multiple-port injection when turbocharged; the standard versions made do with a single injector.)
The 3.0 liter engine displaced 181 cubic inches, with a bore and stroke of 3.59” x 2.99” and a compression ratio (in 1988) of 8.9:1. I
I would like to check the following in your vehicle to ensure that it is good to go and not causing the MPI problem
njector pulse:
put a node light or meter on injector #1 to see that the ECM is sending injector pulse. If not pull ECM and look and smell for burns.
Here are very important parts of your fuel injection OR mpi SYSTEM
crankshaft or camshaft position sensor
Monitors engine rotation and tells the computer exactly when to trigger the fuel injectors or the ignition spark.
mass air flow sensor/MAF
Measures the amount of air drawn through the engine's air intake, so the computer can compensate for altitude and temperature.
oxygen sensor/EGO sensor
Measures the percentage of oxygen in the exhaust, and tells the computer whether the fuel/air mixture is too lean or too rich.
MAP sensor/BAP sensor
Reads changes in barometric (air) pressure. The ECM uses this information to adjust timing advance and air/fuel ratio.
ignition coil
Converts the car battery's 12 volts to the thousands of volts needed to fire the spark plugs.
idle speed control motor actuator ISC
Adjusts idle speed as dictated by the ECM, to prevent idle fluctuations and keep emissions low.
EGR valve position sensor
Detects the opening of the EGR valve, so the ECM can make adjustments to
optimize performance and emission control.
throttle position sensor TPS
Monitors the position of the accelerator control and the throttle linkage. The ECM monitors this info to make accurate air/fuel mixture adjustments.
coolant temperature sensor CTS
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