I like the parsimony of that approach. It does require time, a place to put a partially disassembled car, and a tolerant wife. And I fail to see how you would know the status of anything like a motor or injection pump from it without having either one pulled apart, requiring more time, hauling engines around, oil all over the driveway, etc. The one that went bad ran fine when he bought it presumably also.

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John,

Do you intend to keep using WVO as a fuel after all the work to fix or replace this engine?

__________________
Respectfully,
/s/
M. Dillon
'87 124.193 (300TD) "White Whale", ~392k miles, 3.5l IP fitted
'95 124.131 (E300) "Sapphire", 380k miles
'73 Balboa 20 "Sanctification"
Charleston SC

My mechanic has now had the engine 10 months and has called to say he can't find pistons to fit and he is done trying. All 6 cylinders were scored and this OM606 engine is not sleeved, so it must be bored out, then aftermarket sleeves and pistons be used. They are not available from any of his sources in Germany.
He feels like my main problem was dirty fuel that scored the pistons. My learning curve did go up over the years concerning WVO filtration down to a 2 micron filter, but the early years may have been the time the damage occurred. He is a diesel guy and runs a Rabbit on WVO. My bent valve was not coked up nor any other internal part as I'd been running a water injection system for about 2 years so I'm thinking the steam bath this created kept things clean. We don't know what caused the valve to bend. Junkyards are full of gas burners with bent valves so blaming it on veg oil is not the only answer.

Here is a summary of running WVO in this car for 6 years:

1. Converted to a Golden Fuel 2 tank system professionally installed at American Green Fuels shop in Houston, TX with 60 k miles.
2. Disabled the EGR electronically by following instructions found on this website.
3. Removed the catalytic converter as it was stopped up. My state does not do emission testing.
4. Collected 15 gallons of WVO each week from local Mexican restaurant.
5. Gravity filtered with a 2 micron filter after oil sat for at least 3 weeks.
6. No issues with lift pump, injector pump, or injectors --all 6 tested fine at a Bosch authorized shop after 197 k miles.
7. Shut off valve was replaced when car experienced running on symptoms and leaks.
8. Plastic fuel lines were replaced and viton O-rings installed. New O rings stopped the leaking shut off valve.
9. I used the car for work and get reimbursement for miles traveled. The car cost $17,000 in 2008 with 60,000 miles. The conversion cost $3000 installed. I've earned $25,000 in reimbursement over the years, so the car and conversion has paid for itself.

I'm sad to see the old girl go, but I did buy another 99 E300 with 55,000 miles over the internet in Illinois. I took Amtrak one way and drove her home 600 miles. She has different issues from the other car--ignition lock is frustrating me every time I go to crank==the steering wheel is not locking at shut down, so startup doesn't work properly until I turn the wheel to lock.

I've been collecting veg oil all this time the car has been down, so I've got more than 800 gallons stored up. I'm thinking I'm going to move the Golden Fuel System from the old car to the new car, but presently I've been enjoying the cheapest diesel since owning a diesel car== today was $1.79 up from $1.58. I'm also thinking that a using a centrifuge would be best way to get the cleanest fuel so I don't mess up this engine.

John

__________________
1999 E300 TD
1999 E300 TD, WVO conversion
2007 Jaguar XJ8
1993 190E 2.3, Limited Edition, 239,000 miles (sold)
1991 300 SL (sold)
1977 MGB
1969 TR6
1980 TR8
joturbe@comcast.net

If you need a supplier recommendation for sleeves I can probably dig one out.

Would it not be possible to re-bore the existing cylinders then opt for oversize pistons?

"He feels like my main problem was dirty fuel that scored the pistons."

Perhaps contaminated with water or anti foaming agent used in some soya based oils. If so the rings could have broken causing the scoring mentioned, what condition were they in when removed, till intact?

__________________
David


1996 Mercedes S124 E300TD - 129k - rolling restoration project -

1998 Mercedes W210 300TD - 118k (assimilated into above vehicle)

Sugars/starches are IMO a big reason for ring problems in WVO engines. The sugars in the fuel that make it to cooler areas such as ring lands might not be able to completely combust. You should be picky about the sources, the type of oil used and what is fried in it can make a difference.

Personally, I feel that turning that WVO into properly processed Biodiesel is a better choice, can run one tank and not have as significant an effect on the engine's longevity. I have a couple of neighbors who do this and have for a million successful miles in their Mercedes, Ford, Volkswagen, and Cummins vehicles.

I am not a Chemist nor a bio/WVO user, just have an opinion. Regardless, after 100years of marriage, I'm well aware that my opinion is incorrect.

__________________

Gone to the dark side

- Jeff

Here in the UK many plant oil enthusiasts have lost their OM606's due to ring gumming then oil polymerization. Water injection is a must to keep the rings from sticking with the tell tale dip stick popping out under load.

Earlier, non aspirated engine fair much better. I believe this is down in part to hot air being forced rather than drawn into the chamber, pushing the heavier veg oil onto cylinder walls/rings.

__________________
David


1996 Mercedes S124 E300TD - 129k - rolling restoration project -

1998 Mercedes W210 300TD - 118k (assimilated into above vehicle)

Any thoughts on the bent valve. It must have been caused by a foreign body rather than broken rings etc.

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