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#1
04-21-2003, 10:08 AM
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ALDA Retaining Nut
Can anyone tell me the size of the nut that secures the ALDA to the IP? It is a little difficult to access and I'm afraid if I try chanell-locks or some such I will end up rounding the nut off. Thanks.
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#2
04-21-2003, 12:42 PM
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Takes a 10mm wrench. It shouldnt' be difficult to access on a 617.
If it's difficult to access, maybe yours still has the cup around the lock nut. Cut the cup into strips and fold back the strips like petals. Does wonderful things for resale value  Sixto 91 300SE 87 300SDL 83 300SD
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#3
04-21-2003, 01:10 PM
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The hex flats on the ALDA underside are 24mm, IIRC. I use an adjustable or Channelocks on the brass-colored captive nut on the IP. You just need to break it loose (shouldn't be tight) and then it spins off by hand.
The 10mm is for the adjusting setscrew locknut on top.
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#4
04-21-2003, 01:26 PM
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Doh!
I'll stay after class to write "read the post, then respond" a hundred times What I do is hold the ALDA case with a big c-clamp while loosening the retaining nut since I didn't have a wrench slim enough to fit with another wrench on the retaining nut. If you do it this way, pad the c-clamp jaws so you don't damage the ALDA. Sixto 91 300SE 87 300SDL 83 300SD
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#5
04-24-2003, 05:29 PM
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Ok, I may be staying after class as well. Is there a locknut above the nut attaching the ALDA to the IP?
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#6
04-24-2003, 06:01 PM
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Nope. There are hex flats on the bottom of the ALDA housing, cast into the body - but not a locknut. See photo below:
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#7
04-24-2003, 06:23 PM
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Got it. Photo didn't open, but I get the gist. Thanks. Sometimes when I need to hurry up and get a job done, I don't want to take the time to listen to the instructions.
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#8
04-25-2003, 12:11 PM
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Pretty hard to lose them unless the ALDA falls off while you're driving.
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#9
04-25-2003, 01:41 PM
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Because, Mr. 30yr tech, the ALDA sits under the intake manifold on the OM602/603 turbos and you cannot remove the ALDA seal and adjust it in place. You need to either remove the ALDA, or remove the intake manifold. Pulling the ALDA is a lot easier. I would think you should know this....?
 On the older 617 turbos none of this is necessary, since the ALDA sits out in plain view. That is, unless you prefer to adjust the enrichment with shims (Dremeled washers, or additional OE seals) rather than tear off the factory seal, for appearance purposes or whatever.
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#10
04-25-2003, 01:42 PM
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I never said that I wanted to adjust anything. The ALDA is broken. I asked about removing the ALDA from the IP.
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#11
04-25-2003, 01:47 PM
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...and that's an even better reason to remove it!
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#12
04-25-2003, 02:46 PM
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Quote:
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#14
04-25-2003, 02:58 PM
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Sixto, the mixture on the 601/602/603 is entirely mechanical. The early versions (before 1990) had computers to control the idle speed and emissions junk (EGR and ARV operation). The later ones (90-95) had a more intrusive system that also controlled boost, at least on the 602... not sure on the late 603. But none of them had electronic *mixture* control. The later diesels, the OM606 used from 1995-99, are a different story. You can get a chip for the 98/99 turbo versions that will give a massive power gain. That's not possible with the 95-97 versions, which are non-turbo, AFAIK. I think our friend here has spent a lot of time wrenching on 61x diesels and not enough on 60x... totally different animals, but not computer-dependant like the newer CDI's are.
On a side note, the 98/99 606 engine is not CDI, even though some think it is. It still has an inline mechanical pump. The CDI engines are in the rest of the world, not in USA yet, but will arrive late this year as 2004 models (finally!) Best regards,
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#15
04-25-2003, 04:13 PM
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Dave M.,
Where do you get these chips for the 1998/1999 E300D TurboDiesel? I am not sure I need to buy one, but I am curious about how much they improve output and what they cost. Thanks, Jim
__________________
Own: 1986 Euro 190E 2.3-16 (291,000 miles), 1998 E300D TurboDiesel, 231,000 miles -purchased with 45,000, 1988 300E 5-speed 252,000 miles, 1983 240D 4-speed, purchased w/136,000, now with 222,000 miles. 2009 ML320CDI Bluetec, 89,000 miles Owned: 1971 220D (250,000 miles plus, sold to father-in-law), 1975 240D (245,000 miles - died of body rot), 1991 350SD (176,560 miles, weakest Benz I have owned), 1999 C230 Sport (45,400 miles), 1982 240D (321,000 miles, put to sleep)
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