gsxr - If the valve seal can not spray oil like that, then there really are only two more choices

1) residual oil from the turbo sitting after I had taken off the cross-over pipe

2) bad rings

I should have done a leak test, but didn't

I'm not crazy about the extra holes in the head. The original didn't have them and I think it will cause issues with coolant getting by especially since the head has been worn down in those areas.

I have two different head gasket numbers. I think Elring is now supplying only the later version that have more coolant openings. I can still get the earlier number from the dealer (at a higher price of course!).

I may order the gasket from the dealers and look at it when it comes in. If those passages are sealed, I think I'll pay the extra for the right gasket.

Of course, that solves my coolant problem, but not my oil problem. That is still a mystery.

Guess I can put the head gasket, head and cam back on it and do another compression check to see if I have squirting oil. The cylinders are now clean. Any oil would be coming up from the block for sure. It would eliminate any residual oil from the turbo, but it would cost me an expensive head gasket and a bunch of time if it didn't fix it.

I may also have the head tested to be sure it is ok. The guy I want to use is not there til Wed.

I think that would eliminate everything but the rings.

I don't anticipate doing this work often enough to even dream of coming close to covering a $630 tool to remove the valves. Someone ssaid they were able to remove them using the large OTC OHV valve spring remover and it only cost like $50. I may try that if I decide to do it myself

The head gasket numbers are:

OLD DISCONTINUED NLA, new/old stock was recalled and destroyed when superseded.
MB# 6030161820

Current production
MB# 6030162620


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__________________
ASE Master Mechanic
https://whunter.carrd.co/

Prototype R&D/testing:
Thermal & Aerodynamic System Engineering (TASE) Senior vehicle instrumentation technician.
Noise Vibration and Harshness (NVH).
Dynamometer.
Heat exchanger durability.
HV-A/C Climate Control.
Vehicle build.
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1985 300SD
1983 300D
2003 Volvo V70

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Yes, I show the 6030162620 as the correct number. However, I think they are supplying the 6030163720 (meant for later heads) in its place. The dealer said they still sell the 2620 and I might have them bring it in to see if those passages are properly closed off for the earlier applications.

-26-20 is for the .970 engine and .971 engines through #002834.

-37-20 is for .971 engines as of #002835.

There is a specific note in the EPC that for .971 engines, the older crankcase (block) should use the older gasket, -26-20. Apparently there were changes mid-production and the later .971 motors use a different block, which requires the late gasket, and the late gasket is NOT backwards-compatible. This shouldn't affect your car since you have a .970, not .971 engine. Right?

What is the part number of the gasket you removed? It may still be readable.

What makes you think someone is supplying -37-20 in place of -26-20?

I verified this through EPC, a local MB dealer and MBUSA.
They state: No MB dealer can get or supply this part..

No stock.
OLD superseded# No Longer Available.
All stock was recalled and destroyed when superseded.
MB# 6030161820


For members interested.
Here is a link to the full 1990 350SDL FSM cylinder head R&R procedure.
It requires Internet Explorer to view.
http://www.startekinfo.com/StarTek/outside/12253/program/Engine/602_603/01-415.pdf


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__________________
ASE Master Mechanic
https://whunter.carrd.co/

Prototype R&D/testing:
Thermal & Aerodynamic System Engineering (TASE) Senior vehicle instrumentation technician.
Noise Vibration and Harshness (NVH).
Dynamometer.
Heat exchanger durability.
HV-A/C Climate Control.
Vehicle build.
Fleet Durability
Technical Quality Auditor.
Automotive Technical Writer

1985 300SD
1983 300D
2003 Volvo V70

https://www.boldegoist.com/

Hunter -- Which part are you saying is NLA? I know the 2620 is still available.

works in firefox for me

The label on the gasket set is 894.028 (Elring number)

The description says M.B. 603.971 ab Mot. 002835 and then an arrow to the right which I think indicates "and up"

I called ********AZ and they said it is the only part they can get from Elring. And the cooling ports on this gasket are open when they are closed on my head and on my original gasket.

I know they made improvements on the later heads, and am just guessing that the cooling ports may have been opened up to match the ports on the block.

just kind of seems they may be only supplying the lastest gasket. Maybe they think the last supercession must be the best, when in fact, there are two that need to be supplied.

Yes, that would be the late .971 gasket, and it is not correct for your engine. Was this the old gasket that came off your engine, or a new one you just purchased?



What part number did you order from AwtohouseAZ? They are only showing Victor-Reinz gaskets when you search for the MB part numbers.



No, the changes which require the correct gasket are specific to the block, not the head. The same turbo head is used on all 603 blocks. But yes, there could have been changes to the coolant ports between early & late blocks - that I don't know. Either way it's irrelevant as you have a .970 motor and need a .970 gasket.



The Mercedes EPC was very clear about there being two different 3.5L head gaskets, early and late. You need the early one. Sometimes the aftermarket vendors screw things up, but at the moment I'm not sure what's going on.

See embedded answers

The block changed at that .971 engine number break point, and the gasket is block-specific. The heads received multiple upgrades as well but those updates were independent of engine number.

The final revision to the #22 head casting was to fully enclose the oil passage ahead of the #1 cylinder to help eliminate gasket failure in that location. Previous updates helped prevent cracking under high thermal loads.

That is interesting because the later gasket matches my early block, but not my early head.

Not much makes sense.

BTW, I hope you're sitting down when you see the price of 603-016-26-20 at the dealer... $302 MSRP. The late gasket (-37-20) is only $130 MSRP.

FYI, what you really want to order is 603-010-57-20, this is $306 MSRP but is a complete gasket kit, with the -26-20 head gasket, plus intake/exhaust gaskets, injector seals, and all the other misc seas & o-rings required during a head R&R. That is what I see at AwtohouseAZ in Elring brand, btw. It's all starting to make sense now. Every aftermarket vendor I checked all show the Elring kit, btw. If Elring is supplying the wrong gasket, you'll probably be stuck buying OE. Sounds like they may be sending you kit -73-20 or -86-20 (late .971) instead of the proper -57-20 kit.

I still wouldn't spend a dime until the piston protrusions are measured.

Here are the portrusion numbers. Measurements were taken at the front and rear of each piston as best we could. The only issue I see is with #1 in terms of variance front to back. #2 looks pretty good

#1 Front .3048
Rear .6096

#2 Front .762
Rear .7112

#3 Front .6604
Rear .5842

#4 Front .5842
Rear .5842

#5 Front .7112
Rear .635

#6 Front .635
Rear .635

IMO #4 and #6 look good.

I hope the others are mistakes.

If done correctly; The numbers show bent connecting rods.

The dimension should be identical front and rear, if each piston is setting "square" across the connecting rod wrist pin in the cylinder bore.

The following may be required to remove install pistons.

http://www.startekinfo.com/StarTek/outside/12253/program/Engine/602_603/03-316.pdf


.

__________________
ASE Master Mechanic
https://whunter.carrd.co/

Prototype R&D/testing:
Thermal & Aerodynamic System Engineering (TASE) Senior vehicle instrumentation technician.
Noise Vibration and Harshness (NVH).
Dynamometer.
Heat exchanger durability.
HV-A/C Climate Control.
Vehicle build.
Fleet Durability
Technical Quality Auditor.
Automotive Technical Writer

1985 300SD
1983 300D
2003 Volvo V70

https://www.boldegoist.com/