Reflect on how the van acted leading up to the stall.
Did it stumble? Cut out all at once? Lack top end? Lack torque?
Going on the hypotheses that the fuel filter was clogged or allowing air into the system, these live data values will be very informative. If the rail pressure is low during cranking, it’s possible (likely?) you’re still dealing with air in or entering the fuel system. A reading of a few hundred psi indicates a lack of LP Fuel Pump pressure. Hopefully just a priming issue, could be a pump failure.
You can crack open the #5 injector fuel line collar 1/4 turn then crank. This will ease back pressure and help priming, and allow you to confirm that fuel is reaching the back end of the rail. If you lack tools you can still unplug the fuel rail pressure relief solenoid valve at the back of the fuel rail. This will prevent it closing, which also helps it release any air during cranking, but you won’t be able to see/confirm fuel or air bubbles escaping. The engine will not build rail pressure so will not fire up in either case.
If you don’t get fuel from the #5 collar fitting, you’ll need to work your way back towards the fuel tank until you find the issue. The fuel system is under pressure only downstream of the LP Fuel pump. Everything upstream of that is under vacuum and NOTORIOUS for sucking in air at any weak point: loose clamps, improper “worm” style hose clamps (you only want to see the smooth, overlapping style with a screw and nut on one side), loose or over-tight water drain on the filter, loose or pinched o-ring on filter return bypass (preheat) fitting, cracked fuel line from the tank, bad o-ring on one or more clear-line fittings. The system relies on the LP Fuel Pump’s self-prime ability, which can weakens over time as the valves and seals age... it’s truly a wonder it ever worked?
(from 2004 on MB used an in-tank pump to pressurize everything, including the filtration, which also primes the full system while you’re waiting for glow plugs to pre-heat. A far more robust system...)
If you ARE getting fuel but not building sufficient fuel rail pressure, you need to look for leaks at the restriction points: the injector return flows and the pressure relief solenoid valve at the back of the rail. The amount of fuel passing these can be measured with the appropriate “leak off” tests. Failure (excessive return flow) indicates a worn out injector, or inoperative relief valve.
The valve requires power to close, so this can be a valve, harness, or ECU fault. Note that a very leaky component can mask other less leaky
but still worn out components.
Let future readers know what you find,
-dave