- Original Message -
From: Wonko the Sane [EMAIL PROTECTED]
Which version of Ubuntu?
G: Version 6.06
The newest one (7.04) seems to do an even better
job of hardware detection than Ubuntu 6.0 did. For
If you're nice, one of us with DSL (Don, myself, etc) will download your
distro's of choice and mail them to you.
--
Luther KB5QHUAlma, Ark
'87 300SDL (272,xxx mi) head case
'85 Ford F250 6.9 diesel (x58,xxx mi) BioBeast
'82 300CD (166 kmi)
'82 300D (74 kmi) getting donor engine-sold
'85
My experience has been that diesel clatter is caused by weakening of
the spring in the injector. That causes it to fire at a lower
pressure. Eventually it injects the fuel so prematurely that it
ignites while the piston is still on the upstroke.
-Dave Walton
On 8/11/07, John M McIntosh [EMAIL
[EMAIL PROTECTED] wrote:
Holy cats. A 140, 200K miles AND it's been wet. Move the decimal point two
places left.
Not quite that far. A 140 is HEAVY. Gotta be at least $300 for scrap metal.
If you can sell the doors, trunk lid, fenders and hood for $100 each, and if
the seats are nice
Thanks Dwight. Did it yesterday, removed file tube support bolt and and to
losen bango below on tranny file tube to. Lost about a qurt of ATF in the
process. Hard job but got er done. Am I getting too old for this?
thanks Tom Scordato
- Original Message -
From: Dwight E. Giles, Jr
Dwight hope all is well in the ocean state. 1979 240 D is my daily driver.
doing 35 to 45 K a year in her. Tom
- Original Message -
From: Dwight E. Giles, Jr [EMAIL PROTECTED]
To: 'Mercedes Discussion List' mercedes@okiebenz.com
Sent: Saturday, August 11, 2007 8:47 AM
Subject: Re:
Hi Luther,
One thing about the torque sequence - typically, it's best to start in the
middle and work towards the outside.. Hmmm... I'm havng trouble finding a
way to dcscribe it...
if the cam cover looks like this - with the #s being bolts --
1 - 2 - 3 - 4 - 5 - 6
7 - 8 - 9 - 10-11-12
1st,
Both the removal and tightening sequence of a camshaft on a 603 is
determined by the lobes that have pressure on them at TDC - i.e. open
valves. The crankshaft and camshaft markings must both be at TDC. When
I say sequence, I mean the order in which you start tightening (or
removing) the bolts as
of course you're right - I should ave said my method starts once the
fasteneers are down to the 1st position.
Thanks for clarifying -
Larry T (67 MGB, 74 911, 78 240D, 91 300D)
www.youroil.net for Oil Analysis and Weber Parts
Test Results http://members.rennlist.com/oil
PORSCHE POSTERS!
Most major universities that have IT programs
generally do offer Ph.D.s. Mine does, and for that
matter, would probably offer you a Ph.D. in just about
any program they run if you were willing to pay for
it.
I serious considered getting my Ph.D. until I realized
that I would be paying back
It certainly makes sense to me to follow the center-out tightening
sequence for the final torque down. That's when they have us do for
all the other tightening sequences I've run into.
-Dave Walton
On 8/12/07, LarryT [EMAIL PROTECTED] wrote:
of course you're right - I should ave said my
- Original Message -
From: Gary Hurst [EMAIL PROTECTED]
i had a really sweet buick le sabre coupe. i had a really good ASE
superstar mechanic who could keep a really sweet buick coupe running
beautifully forever.
only problem was that he wasn't cheap. my labor, however, was really
I graduated in 1997 with BS in electrical engineering and a second BS in
computer engineering, of course this was after dropping out for several
years to be an auto mechanic. A couple of years ago I was so bored at work I
started back to school part time and got my employer to pay for it. This
John M McIntosh wrote:
Well since my 500SEL is busy having a rebuilt transmission installed
I was forced to cart four people across the rockies up the Coquihalla
Highway 5 to 8% grade for nearly 3000 feet of altitude in the 92
wagon. For reference the OM603 will only do 75 mph flat out
On Sat, 11 Aug 2007 23:56:16 -0400 Bill Gallagher
[EMAIL PROTECTED] wrote:
Sounds like the high altitude, grade percent, and load weight produced a
lot of carbon build up ..drive it hard
The conditions he described are what's called for in an Italian tuneup.
He was driving it hard.
Craig
speaking of clatter etc. Some may remember I posted a while back I have
a SDL that clatters louder than a 617 and has alot of black smoke. I
figured it was injectors and so did others. Ordered new injectors from
Rusty and installed them. Clatter seems to be down, smoke for the most
part
Kaleb C. Striplin wrote:
speaking of clatter etc. Some may remember I posted a while back I have
a SDL that clatters louder than a 617 and has alot of black smoke. I
figured it was injectors and so did others. Ordered new injectors from
Rusty and installed them. Clatter seems to be
IP or pre-chamber ball pin, especially if you can narrow it down to one
cylinder.
Thanks,
Tom Hargrave
www.kegkits.com
256-656-1924
-Original Message-
From: [EMAIL PROTECTED] [mailto:[EMAIL PROTECTED]
On Behalf Of Kaleb C. Striplin
Sent: Sunday, August 12, 2007 9:34 AM
To: Mercedes
and if you don't do it this way, you risk breaking the cam.
Thanks,
Tom Hargrave
www.kegkits.com
256-656-1924
-Original Message-
From: [EMAIL PROTECTED] [mailto:[EMAIL PROTECTED]
On Behalf Of dave walton
Sent: Sunday, August 12, 2007 6:51 AM
To: Mercedes Discussion List
Subject:
Timing is 100% controlled by the IP the injector is just a poppet valve.
Weak spring pressure affects the spray pattern, not the injection timing
this causes the clatter.
Another failure is a leaking injector which can leak fuel into the
pre-chamber during the intake stroke cause nailing.
That all depends if you are doing your doctorate in something you really
love and there is a need for. It's a big mountain to climb and unless
you really love doing IT stuff, you may not make it.
My Uncle did a PhD in toxicology with emphasis on the blue ring octopus.
From memory he was in his
http://www.topgear.com/content/news/stories/2122/
Sounds like more internet BS to me, 238hp and 295hp(?) of torque out of
a 1.8liter motor?
Well, I'll wait till I see it.
___
http://www.okiebenz.com
For new parts see official list sponsor:
Stuck EGR will produce copious smoke, funky clatter (not like injector
knock, softer) and lousy performance. Test by unplugging the vac line
to the EGR. Usually idles OK, but falls down flat on application of
pedal, goes away at speed.
Peter
On Aug 12, 2007, at 9:33 AM, Kaleb C. Striplin
During yesterday's oil change, I had the third consecutive Mann oil filter
come out in two pieces; the paper section became separate from the metal
section. What's the deal on that? Anyone else experience this? Does that
failure allow a path for oil to flow where it's not filtered?
I put a
The more pressure exerted by the spring in the injector, the more fuel
pressure it takes for the injector to fire. It takes more Time to
develop higher pressure. Time = Timing.
Hook an injector up to a pressure tester, change the shims and see for
yourself.
Am I missing something?
-Dave Walton
about 2.4 hp/cubic inch of displacement, possible but high output rpm
range will be rather restricted. An M116 with D-jet (3.5L) produced
232 hp and 230 ft/lbs torque with nothing particularly fancy about it.
Peter
On Aug 12, 2007, at 10:11 AM, Hendrik wrote:
You have forgotten some important points.
I don't know how fast your arm is but the down stroke on my pressure tester
is probably 100 times slower than the delivery stroke on at diesel IP at
idle the delivery stroke speed only gets faster as the engine RPMs
increase. Plus on a tight system, the
I'd say the decimal two places to the left estimate is probably
accurate. There may be that much in metal, but in a recent conversation
with a boneyard owner, it was costing him a combined $20 an hour in
labour to tear the things apart , so if your time is worth anything and
it would take a
I suspect that you are using the wrong filter the element is being crushed
when you tighten down the lid. There are 2 filters used on later (1977 on)
Mercedes diesels they look identical until you place them side by side.
Thanks,
Tom Hargrave
www.kegkits.com
256-656-1924
-Original
Opening pressure does have an effect on timing, as it takes a finite
amount of travel to open the nozzle and there is some compression
effect (although minor).
That's why you should set all the nozzles close to the same pressure,
whatever it is, when rebuilding, else you may get a rumbling
All the flow through the return line is the result of pressure drop
AFTER the injector fires, right?
My direct observation has been that the same injectors set to
different release pressures affect the amount of clatter. I have been
assuming that is due to the timing difference.
Am I wrong?
-Dave
I thought those were usually set on the lean side from the factory?
Mine has not been adjusted before.
Marshall Booth wrote:
Kaleb C. Striplin wrote:
speaking of clatter etc. Some may remember I posted a while back I have
a SDL that clatters louder than a 617 and has alot of black smoke. I
Will it be black smoke? I have never had an EGR problem before.
Peter Frederick wrote:
Stuck EGR will produce copious smoke, funky clatter (not like injector
knock, softer) and lousy performance. Test by unplugging the vac line
to the EGR. Usually idles OK, but falls down flat on
That all depends if you are doing your doctorate in something you really
love and there is a need for. It's a big mountain to climb and unless
you really love doing IT stuff, you may not make it.
My Uncle did a PhD in toxicology with emphasis on the blue ring octopus.
From memory he was in
All of the flow in the return line is due to fuel that leaks past the
injector body it's a very small leak. The leak is intentional is
designed to lubricate the injector.
You are correct that the pressure setting affects the way the engine runs
but the pressure setting affect the spray pattern.
This is turning into a dead horse, but what the hell...
Wouldn't a bad spray pattern delay the ignition of the fuel? My
assumption has been that the clatter is due to early ignition.
Thanks
-Dave Walton
On 8/12/07, Tom Hargrave [EMAIL PROTECTED] wrote:
All of the flow in the return line is
Yea, I've been known to ship out a few distros over the last few years.
On 8/12/07, Luther [EMAIL PROTECTED] wrote:
If you're nice, one of us with DSL (Don, myself, etc) will download your
distro's of choice and mail them to you.
--
Luther KB5QHUAlma, Ark
'87 300SDL (272,xxx mi) head
Yes.
On 8/12/07, Craig McCluskey [EMAIL PROTECTED] wrote:
On Sat, 11 Aug 2007 22:09:03 -0500 Wonko the Sane [EMAIL PROTECTED]
wrote:
Being a physicist is a definite advantage on payday.
Don
former IT guy
I won't argue there. Do they offer a Ph.D. in IT kind of stuff?
Craig
--
Re-read my previous email.
Thanks,
Tom Hargrave
www.kegkits.com
256-656-1924
-Original Message-
From: [EMAIL PROTECTED] [mailto:[EMAIL PROTECTED]
On Behalf Of dave walton
Sent: Sunday, August 12, 2007 11:46 AM
To: Mercedes Discussion List
Subject: Re: [MBZ] thoughts on diesel clatter
Liquids don't compress.
Thanks,
Tom Hargrave
www.kegkits.com
256-656-1924
-Original Message-
From: [EMAIL PROTECTED] [mailto:[EMAIL PROTECTED]
On Behalf Of Peter Frederick
Sent: Sunday, August 12, 2007 11:04 AM
To: Mercedes Discussion List
Subject: Re: [MBZ] thoughts on diesel clatter
That's what teeth are for, eh?
--R
Wonko the Sane wrote:
I sliced my hand open while trying to
do the twist-off cap thing on a bottle of Canadian ale that was not equipped
with a twist-off cap.
D.
O
___
http://www.okiebenz.com
For new parts see
On my Dad's John Deere tractor, 3 cyl diesel, it would do the same
thing. Turns out it was air getting into the fuel line. There were a
couple of bleed screws near the filter to let it out, I would do that,
it would run awhile then die again. Tank had maybe 1/4 in it, I filled
it and no
I used the edge of a table once - did not go well with the Wife..
Thanks,
Tom Hargrave
www.kegkits.com
256-656-1924
-Original Message-
From: [EMAIL PROTECTED] [mailto:[EMAIL PROTECTED]
On Behalf Of Rich Thomas
Sent: Sunday, August 12, 2007 12:23 PM
To: Mercedes Discussion List
The university I attend and also work at from time to
time as a research assistant is a big-time (top 50)
research university. Grant dollars drive everything,
and if you don't produce, you either get trampled or
pushed out.
Publish or perish!
If I was to go after my doctorate I don't think I
Huge inky clouds sometimes. Quite startling -- I had this problem on
my Volvo TD, may not be so bad on the Benz.
Peter
___
http://www.okiebenz.com
For new parts see official list sponsor: http://www.buymbparts.com/
For used parts email [EMAIL PROTECTED]
To
I'm familiar with the Kubota D905 3cylinder diesel.
The return line always has a healthy flow of fuel going through it.
-Dave Walton
On 8/11/07, Harry Watkins [EMAIL PROTECTED] wrote:
What effect would bypassing the supply pump have on power? Someone has
looped the inlet to the outlet with a
Geez, you guys are really down on W140s. I know it has a lot of systems and
not the most reasonable car to own, but I don't think mercedes ever intended
it to be an econo box. I think as far as sedans go, it was one of those
concorde moments. People look at the cost to run and service it and
My department head is determined to see me do my
doctorate, so I have to keep my head down until I
finish my current program to break the news to her.
Right now she thinks the sun shines out my arse, and I
don't want to do anything that would jeopardize that.
I will say that once you get plugged
Say an air compressor is set to turn off at 120 psi. This takes 8 minutes and
x number of strokes of said air compressor to achieve this. Then, change the
pressure cutoff to 110 psi, and it now takes 7 minutes 23 seconds and x-150
strokes of said air compressor. Then, change the pressure to
The W140 chassis suffers from wiring pre-degredation, very unreliable
computers (ignition, fuel injection, and climate control) and the
whacko conveneince relay system also famous on the BMW 740il series
of similar vintage.
These are not whines, they are serious reliability problems. $4000
It seems than at Sat, 11 Aug 2007 18:31:38 EDT, [EMAIL PROTECTED] wrote:
The Gunk seems to cool the engines enough that shock damage is not an
issue, but never spray water directly on a hot engine
???
Does that mean that I can't drive in the rain?
--Philip, who's driven through
It seems than at Sat, 11 Aug 2007 10:09:11 -0700 (PDT), LWB250 wrote:
Never having worked on a 240D, I'm not sure if the
exhaust routing would make it different...
I think on my W123 240 I was able to reach in from the top and
lift it out.
But that was a while ago, so my memory could be
It seems than at Sat, 11 Aug 2007 19:22:15 -0400, archer wrote:
I wonder why this URL wanted to change my registry?
Gerry Archer
---
Good question. On Linux I don't even have a registry.
Craig
---
Which
Anybody remember a long time ago, back when bumpers were bumpers
Double service to pop a brew!
Take care,
Chuck
Phoenix AZ
On Aug 12, 2007, at 10:29 AM, Tom Hargrave wrote:
I used the edge of a table once - did not go well with the
Wife..
Thanks,
Tom Hargrave
It seems than at Sun, 12 Aug 2007 12:49:50 -0500, Luther wrote:
Say an air compressor
But diesel is a liquid, and as such it doesn't compress.
-- Philip
___
http://www.okiebenz.com
For new parts see official list sponsor: http://www.buymbparts.com/
For
I could only drop mine out the bottom.
Thanks,
Tom Hargrave
www.kegkits.com
256-656-1924
-Original Message-
From: [EMAIL PROTECTED] [mailto:[EMAIL PROTECTED]
On Behalf Of Fmiser
Sent: Sunday, August 12, 2007 12:46 PM
To: Mercedes Discussion List
Subject: Re: [MBZ] 1979 240D Starter
But for all practical purposes, diesel fuel is not compressible.
It's like the pendulum composed of 5 suspended balls. You pull one away, let
go and as soon as it hits the second one, the 5th one swings out, then the
5th one swings back in, hits the 4th one the first one swings out, etc,
etc.
As I said, parts and labour are not cheap however you look at it. Mind you,
take a 240D to a dealer and check the bill you'll get! :-) I had a well off
friend how liked his old 300D. He would often spend more than the market
value on the car for a service! The was to run a old 140 is to do
Robert Rentfro wrote:
During yesterday's oil change, I had the third consecutive Mann oil filter
come out in two pieces; the paper section became separate from the metal
section. What's the deal on that? Anyone else experience this? Does that
failure allow a path for oil to flow where it's
On Sun, 12 Aug 2007 11:53:12 -0500 Tom Hargrave [EMAIL PROTECTED]
wrote:
Liquids don't compress.
Believe me, everything compresses. It's just that some things compress
more than others.
Craig
___
http://www.okiebenz.com
For new parts see official list
On Sun, 12 Aug 2007 13:21:40 -0500 Fmiser [EMAIL PROTECTED] wrote:
It seems than at Sun, 12 Aug 2007 12:49:50 -0500, Luther wrote:
Say an air compressor
But diesel is a liquid, and as such it doesn't compress.
It does compress, just not as much as air.
Craig
I understand but in this case, it matters very little.
Thanks,
Tom Hargrave
www.kegkits.com
256-656-1924
-Original Message-
From: [EMAIL PROTECTED] [mailto:[EMAIL PROTECTED]
On Behalf Of Craig McCluskey
Sent: Sunday, August 12, 2007 3:31 PM
To: Mercedes Discussion List
Subject: Re:
That $8500 car will cost that much every year or two to keep on the
road. I don't think you get it -- no engine computer = dead car, and
NONE of them last like they should. I've known people to get two or
three during the extended warranty period -- and they are $4000 EACH.
Ditto for the
Kaleb,
I started working on the SDL today realized how much I really like the
car. So I'm going to keep the diesel return the 260E to my friend Cynthia
because I really can't have both.
By the way, if anyone is interested in her car, and it's a very nice one,
please send me an email I'll
Thanks Rich, but we topped it off after the filter changes.
Dave, that's good to hear, I know my 603 has a good return flow. So is it
possible that without the supply pump working, the IP cannot supply enough
fuel on its own to create a return fuel flow? Which means the injectors are
not
Guys in my area who have bought them new and run them and put many miles on
them may not be as quick to send them to the crusher as you. Up here, the
cars cost $120,000+ new. Who expects to buy such a car and run it for a
$1000 per year? I state my rule of old car purchase again. Put 10% of
The fuel excess from the lift pump also goes down the return line to
the tank. This is much larger than the flow from the injectors.
Peter
___
http://www.okiebenz.com
For new parts see official list sponsor: http://www.buymbparts.com/
For used parts email
I use what Rusty sends me...
Bob R.
-Original Message-
From: [EMAIL PROTECTED] [mailto:[EMAIL PROTECTED]
On Behalf Of Tom Hargrave
Sent: Sunday, August 12, 2007 9:03 AM
To: 'Mercedes Discussion List'
Subject: Re: [MBZ] Mann Oil Filters Coming Apart
I suspect that you are using the wrong
personally I love the 140's. Been keeping an eye out for one for the
wife. And a diesel one for me even with the engine problem potential.
E M wrote:
Geez, you guys are really down on W140s. I know it has a lot of systems and
not the most reasonable car to own, but I don't think mercedes
BZZZT, WRONG. The wiring harness issue affected ALL the models during
certain years (93-95). Not all 140's suffer from this problem.
Peter Frederick wrote:
The W140 chassis suffers from wiring pre-degredation, very unreliable
computers (ignition, fuel injection, and climate control) and the
I guess the problem with the 140 was that it followed the 126, people
where used to the good old reliable but technologically challenged 126.
When judging a particular chassis I feel that it is important not to
compare it with previous Merc models but with what the competitors such
as BMW, RR,
Bit harsh to blame Chrysler for the reliability issues of the 140, a lot
of the problems mentioned are due to parts suppliers. However this does
not excuse MB for not putting the test miles on the chassis before release.
Peter Frederick wrote:
It was the beginning of the serious slide in
Not sure what chrysler would have to do with the 140 since it came along
way before chrysler did
Hendrik wrote:
Bit harsh to blame Chrysler for the reliability issues of the 140, a lot
of the problems mentioned are due to parts suppliers. However this does
not excuse MB for not putting the
This is cool:
http://www.boingboing.net/2007/08/10/papercraft_stirling_.html
Dan
Moody friends. Drama queens. Your life? Nope! - their life, your story. Play
Sims Stories at Yahoo! Games.
well, i do doubt that worldpac is trafficking in fake filters nowadays and
i'm not one of those guys who thinks a mann filter is better than a hengst
or visa versa.
a most curious mystery
On 8/12/07, Robert Rentfro [EMAIL PROTECTED] wrote:
I use what Rusty sends me...
Bob R.
-Original
In a message dated 8/12/2007 10:57:54 A.M. US Mountain Standard Time,
[EMAIL PROTECTED] writes:
The Gunk seems to cool the engines enough that shock damage is not an
issue, but never spray water directly on a hot engine
???
Does that mean that I can't drive in the rain?
--
Good points. You have to remember to when this car hit the scene, many ppl
enjoyed bragging about how much they would spend for a service. :-) Todays
climate, we are more likely to complain about it. :-) 126 was and still is
a great car that mercedes got a LOT of years out of. I think they
At the time the 140 was designed and built, MB spent more money
designing it that any other car in their history. Was the most advanced
car of the time. This told to me by and old german dude way back when
they first came out with them. The next S was just cheap compared.
Hell, even the
http://motors.search.ebay.com/_W0QQfrppZ50QQfsooZ1QQfsopZ1QQrdZ0QQsassZokieQ2dbenz
--
Kaleb C. Striplin/Claremore, OK
94 E420, 92 300D, 92 250D Turbo, 92 300E 4Matic, (2x) 91 300D,
90 420SEL, 89 560SEL, 89 260E, 87 300SDL, 87 300TD, 85 380SE 5.0 Euro,
81 240D, 81 380SLC, 80 240D, 76 240D,
I think I need one!! :-)
Ed
300E
On 12/08/07, LWB250 [EMAIL PROTECTED] wrote:
This is cool:
http://www.boingboing.net/2007/08/10/papercraft_stirling_.html
Dan
Moody friends. Drama queens. Your life?
These are all the reasons why they are such dogs on the used car
market. They were beautifully made cars, especially the early ones
(rumor has it Benz didn't make much money on them due to the materials
costs), but the necessary (and unnecessary) electronics fail regularly.
The leasing thing
- Original Message -
From: Fmiser [EMAIL PROTECTED]
It seems than at Sat, 11 Aug 2007 19:22:15 -0400, archer wrote:
=
I wonder why this URL wanted to change my registry?
Gerry Archer
---
Good question. On Linux I don't
I think mercedes like any company is happy to sell you as little for as much
as they can. :-) They would still sell S Classes with non electric seats
today if they could get away with it. Of course, Porsche have this down to
a fine science. They charge you extra for less car. :-) They call
An embedded and charset-unspecified text was scrubbed...
Name: not available
Url:
http://okiebenz.com/pipermail/mercedes_okiebenz.com/attachments/20070813/d1344a59/attachment.pl
___
http://www.okiebenz.com
For new parts see official list sponsor:
Are you in need of a PCI modem? I have plenty available for adoption!
On 8/12/07, archer [EMAIL PROTECTED] wrote:
- Original Message -
From: Fmiser [EMAIL PROTECTED]
It seems than at Sat, 11 Aug 2007 19:22:15 -0400, archer wrote:
=
I wonder why this URL
- Original Message -
From: Wonko the Sane [EMAIL PROTECTED]
Are you in need of a PCI modem? I have plenty available for adoption!
Might be if these I have on hand don't work with linux. If enough are
tried, one might work.
Thanks,
Gerry
It seems than at Sun, 12 Aug 2007 21:20:04 -0400, archer wrote:
---
I have several brands of Winmodem and I'm not sure which brand is in the
computer I'm trying Ubuntu in. All are 56K dialup accessing an ISP.
When I
tried to set up Red Hat a
I'll see how the Hengst hold outupdate in 3K miles.
Bob R
-Original Message-
From: [EMAIL PROTECTED] [mailto:[EMAIL PROTECTED]
On Behalf Of Gary Hurst
Sent: Sunday, August 12, 2007 5:27 PM
To: Mercedes Discussion List
Subject: Re: [MBZ] Mann Oil Filters Coming Apart
well, i do
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