On Thu, May 28, 2009 at 11:58 PM, Tyler wrote:
> This thing is sweet
>
> http://inlandempire.craigslist.org/rvs/1146926091.html
>
$1 sounds about right.
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This reaction amazes me in contrast! I'm also in another online
community- Turbobricks- where adding an enormous turbo to an NA Volvo
is considered a normal reliable daily driver.
I personally think you could run tons of boost daily through an
otherwise stock 240D and it would last LONGER t
Boost doesn't hurt turbo diesels, too rich a fuel mixture or too
advanced injection timing does.
I say BOOST IT. If it's a turbo from a 300D that baby should be good
for 20+psi. Install a new radiator, retard the injection timing a bit
from stock, and adjust the mixture to keep the egts dow
Tyler wrote:
If the turbo conversion was done properly they would have added a large
oil cooler.
This is Benz, the oil cooler is already 1/4 the size of the radiator.
Mitch.
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Luther wrote:
http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&item=110393471422&sspagename=ADME%3AB%3AWNA%3AUS%3A1123&viewitem=
Wow, sold for $276. Could have melted it down for that much a year ago.
Would be funny if it just had a nailing injector or a broken prechamber ball.
Mitch.
he EGTs. If the
turbo conversion looks professional, buy it, drive it, and enjoy it.
just my opinion...
Tyler
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get past in a
>>>>> > reasonable time.
>>>>> >
>>>>> > Or how about the driver of the truck being passed. He has a full
>>>>> > load and a slow truck. It takes 2 miles (3 km) of flat road to
>>>>> > speed up from 55 to
The only problem that time and time again when this is tried the engine
fails in short order
Tyler wrote:
This reaction amazes me in contrast! I'm also in another online
community- Turbobricks- where adding an enormous turbo to an NA Volvo
is considered a normal reliable daily driver.
I pers
guessing. I am gonna quit guessing and go get a beer..
>>
>> RH
>>
>>
>
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Several years ago I got this 560 engine cheap on ebay. Supposedly the
engine was good but did not include the injection parts. Anyway, engine
was shipped to me in a crate, wrapped up etc. I stuck it in my garage
where it has sat for several years. Yesterday, Luther and I un crated
it and it
RL:
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That could be handy for somebody, especially Kleb-like with all sorts of
swapped and scrounged radios, to have. ;<
Wilton
- Original Message -
From: "Jim Cathey"
To: "Mercedes Discussion List"
Sent: Friday, May 29, 2009 1:25 AM
Subject: Re: [MBZ] Beckerville
what is this
Curt Raymond wrote:
I think I'm one of the higher mileage current 240D drivers, 330 miles this
week, can anybody top that?
Wonko's got you beat. He drives 330 yards two times a day. ;-)
Mitch.
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--- On Fri, 5/29/09, Mountain Man wrote:
> > maybe my memory is faulty.
> mao
Your memory faulty?? What were we talking about anyway??
RH
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Yeah, that and many other long-running truck and generator Detroit Diesels
have shown for MANY years that GM could build a good Diesel engine. In
1978, in Greenland, I removed from service 12 Detroit Diesel engines that
had been running for 36 years. When it came to putting a Diesel in a car,
smells fine.
--
Anthony
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Yep, I've got a 1987 745 Turbo. It has 250k miles, I drive it and use it
VERY hard, and it runs (but doesn't look) like new.
Tyler
Peter Hertzing wrote:
I'm with you Tyler - I have pushed redblock B230s hard in 740Ts for well
over 300K with no adverse affects. Keep oil and colent in them and
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There's no reason to have an inherent aversion to performance
modifications if they're done properly. As Marshall said, Mercedes
probably knows more about how to engineer a Mercedes than any of us, but
they didn't have hindsight, 30 years of technological advancement, or
specific knowledge of h
Curt Raymond wrote:
I've been to chez Wonko and to his office, what he really needs is a
skateboard...
He's got a nice bicycle...
But Don claims he can't transport a 500lb client on it.
I tried to tell him Gary has his own cars...
Mitch.
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From: "tyler"
Sent: Friday, May 29, 2009 12:47 PM
They had to make specific tradeoffs to make a cheap, and general purpose
vehicle.
Extremely robust and durable (read over engineered) Absolutely. General
purpose perhaps. Cheap, no. In the 1980's MB automobiles were quite
expensive. My 1985
Did Vulva ever put a system like Saab's APC on the 740 turbo?
I replaced a piston in a 1981 900 Turbo once. (APC came out in 1982) Never seen
a Mahle piston broke like that before.
My boss took it out for a test drive and asked if the boost gauge (no numbers)
was supposed to swing off scale. F
I know where he is coming from. We have a travel trailer with similar issues.
The water has been getting in and the
floor is rotten as well as some of the wall framing and who knows about the
roof. I have decided to part it out as
I do not think it is worth the time it would take to fix it. Sound
options go to:
> http://okiebenz.com/mailman/listinfo/mercedes_okiebenz.com
>
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ht
There was a rare factory option called Turbo+ which functions similar to
APC and nearly doubles boost for a short period of time under WOT,
adding over 20 horsepower. It's very rare, and not as good as the APC
system.
Stock 740 Turbos do have a knock sensor which retards ignition timing,
whic
On Fri, 29 May 2009 10:37:29 -0500 OK Don wrote:
> We honked again as we flew past -- did you hear us? not as many zany
> drivers out on the return trip, but jsut as many patrol cars. Saw one
> more 126 yesterday.
> the trip was 3505 miles door to door. Fuel prices were from $2.25 to
> $2.75 per
Having some direct experience with turboed om616s I'll weigh in some
thoughts for what it is worth.
First off, an aftermarket om616 turbo will never be as robust as an
om617A without extensive modifications.
However, it can still be a decent motor and if setup correctly can last
quite a whil
This is only true on a gasoline engine which risks pre-detonation. A
turbo diesel simply has reduced power when it runs lean under boost, but
usually lower rather than higher EGTs. An NA injector pump won't meter
fuel as accurately as one with an ALDA, but if tuned conservatively it
won't put t
2.5 Turbos
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tyler wrote:
It's amazing that Saab was running over 2 bar with the stock turbo-
It's amazing that I didn't catch that error in my message before I sent it.
Also amazing that I sent it to the list when I just wanted to send it to Tyler.
On the very early Saab turbos:
The dial markings stop a
On May 29, 2009, at 3:46 PM, tyler wrote:
This is only true on a gasoline engine which risks pre-detonation. A
turbo diesel simply has reduced power when it runs lean under boost,
but usually lower rather than higher EGTs. An NA injector pump won't
meter fuel as accurately as one with an AL
again for your help, and quick service Rusty, I'll be using you
again.
Kind regards,
Ed
300E
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Is it possible the pistons melted for some reason other than a lean
condition? I can't explain why those four vehicles melted pistons since
I haven't seen them- but I can't imagine it being caused by a lean
condition. Lean = cold, rich = hot EGTs in a diesel. Surely someone else
can back me up
help, and quick service Rusty, I'll be using you
again.
Kind regards,
Ed
300E
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Mathieu J. Cama wrote:
Then please explain the four MB diesel that I directly know of with
melted pistons from an excessive lean condition.
You don't know what the heck you're talking about?
Or you didn't mean to say "diesel"?
If an excessive lean condition melted diesels, they'd all drop dead
On May 29, 2009, at 5:20 PM, tyler wrote:
Is it possible the pistons melted for some reason other than a lean
condition? I can't explain why those four vehicles melted pistons
since I haven't seen them- but I can't imagine it being caused by a
lean condition. Lean = cold, rich = hot EGTs in
I think what you are describing is something else entirely from a lean
condition. If the injectors had a poor spray pattern and/or the wrong
opening pressure- they could have been injecting fuel too soon (leaking)
which would cause similar problems to pre-detonation in a gasoline
motor. This ne
On May 29, 2009, at 5:35 PM, Mitch Haley wrote:
Mathieu J. Cama wrote:
You don't know what the heck you're talking about?
Sure, not a clue.
Or you didn't mean to say "diesel"?
Must have been a typo.
If an excessive lean condition melted diesels, they'd all drop dead
idling in traff
your engine was also built for a turbo
tyler wrote:
Yep, I've got a 1987 745 Turbo. It has 250k miles, I drive it and use
it VERY hard, and it runs (but doesn't look) like new.
Tyler
Peter Hertzing wrote:
I'm with you Tyler - I have pushed redblock B230s hard in 740Ts for well
over 300K with
No, you have that backward, lean is hot, too much fuel cools things off.
tyler wrote:
Is it possible the pistons melted for some reason other than a lean
condition? I can't explain why those four vehicles melted pistons
since I haven't seen them- but I can't imagine it being caused by a
lean c
On May 29, 2009, at 5:43 PM, tyler wrote:
I think what you are describing is something else entirely from a lean
condition. If the injectors had a poor spray pattern and/or the wrong
opening pressure- they could have been injecting fuel too soon
(leaking) which would cause similar problems t
Yes- in (and only in) a gasoline engine.
Tyler
Kaleb C. Striplin wrote:
No, you have that backward, lean is hot, too much fuel cools things off.
tyler wrote:
Is it possible the pistons melted for some reason other than a lean
condition? I can't explain why those four vehicles melted pistons
p, and quick service Rusty, I'll be using you
>> again.
>>
>> Kind regards,
>>
>> Ed
>> 300E
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WILTON wrote:
A little steep for getting it across a border between "free trade"
partners, though, isn't it?
Many of the private carriers like to rape you for "customs brokerage fees", not
disclosed in advance, just because they think they can. UPS is a leading
culprit here.
Mitch.
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Or any other Otto cycle engine.
tyler wrote:
Yes- in (and only in) a gasoline engine.
Tyler
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got bumped during the
alternator install. Where is the sensor for this?
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1 240D, 80 240D, 76 240D, 76 300D,
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at everything is relative. --Henri de Saint Simon
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eat. He drives 330 yards two times a day. ;-)
>
>
>
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ything is relative. --Henri de Saint Simon
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On Fri, 29 May 2009 17:50:23 -0500 OK Don wrote:
> I believe that Tyler is correct -- a Diesel engine runs with max
> available air all the time, and controls power by adding/subtracting
> fuel. More fuel, more fire, more heat. A vergasser requires the correct
> stoichiometric proportions to run
http://phoenix.craigslist.org/wvl/cto/1195765860.html
Bob R
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Rentfro wrote:
> http://phoenix.craigslist.org/wvl/cto/1195765860.html
>
>
>
>
>
> Bob R
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Guess no
> one
> is "riceing" them out any more.
>
> Bob R
>
>
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e under those conditions and throw a rod. If the vehicle were
never used under those conditions, it would still last decades at the
higher horsepower level.
Tyler
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t a nice bicycle...
But Don claims he can't transport a 500lb client on it.
I tried to tell him Gary has his own cars...
Mitch.
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as
I do not think it is worth the time it would take to fix it. Sounds like he
fell into the same trap.
Randy
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One thing we are forgetting is that MB does not like turbo Diesel manual
transmission cars. This is perhaps the big reason they did not turbo the
240D, there may be other reasons such as the fact that they offered the
300D NA alongside the 240D, for those who wanted a bit of extra grunt. I
woul
On Fri, 29 May 2009 10:54:59 -0400 Anthony Galioto
wrote:
> I recently changed my trans to Mobil 1 trans oil. The old oil smelled
> fine. The new M1 now smells nasty but not burned. I am concerned
> because the M1 does not state that it is dextron but a multi vehicle
> oil. Could it be too ab
OK lets get back to basic Diesel principles, nice and slowly...
During the intake stroke a Diesel engine either sucks in air (NA) or has
air forced into the chamber (turbo/supercharger).
Now the amount of air that is supposed to be in an engine is calculated
so as to set up the fuel delivery
They also get crud in them but are cheap enough to buy.
Hendrik
who has replaced a few of these sensors
Kaleb C. Striplin wrote:
the sensor is right on the side of the coolant tank, they go bad
frequently.
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> > On May 29, 2009, at 3:46 PM, tyler wrote:
> >
> > This is only true on a gasoline engine which risks
> > pre-detonation. A turbo diesel simply has reduced power when
> > it runs lean under boost, but usually lower rather than
> > higher EGTs.
> Mathieu J. Cama wrote:
>
> Then please explain th
No not unless you introduce more air than stock.
As I attempted to explain earlier, it is the amount of air being
compressed that determines temperatures.
The amount of fuel does not influence temperature, neither does the
timing of the fuel injection. Incorrect fuel delivery for whatever
reaso
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9, 2009 at 8:36 PM, Hendrik & Fay > >wrote:
>>
>> OK lets get back to basic Diesel principles, nice and slowly...
>>>
>>>
>>
>>
>> --
>> The only absolute is that everything is relative. --Henri de Saint Simon
>> ---
Yea, Wilton, but our "breed" is no longer in vogue.
The breed may not be in vogue, but it is certainly not dead yet.
Rick
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Detonation is more the cracked piston route which can be
Diesels don't detonate, which is a flame front running
faster than the speed of sound in the medium. (If I recall
correctly.) Diesel fuel is sprayed into a hot chamber,
and burns as it goes in. Late-coming fuel doesn't find
any oxygen t
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