Speaking of which.
Jim.
Friend/customer of mine running his valver in.Swedish style.

I expect fairly strong performance to come from this one as it all gets settled,so expect more videos of Dennis car as time goes by..
VEMS...of course...and a hybrid KKK/Garett built by me.

http://www.youtube.com/watch?v=oMssMkZvpYo

Racing,

I think I am getting to know that road you do the testing on from watching your videos. I could hear the whistling of the turbocharger's controls trying to keep the intake pressure under control in that one. Some pretty serious rubber burning there! Couldn't see in the tinted glass well enough to glimpse the owner's smile, but it should be a pretty toothy grin stretching from ear to ear. Nice car,

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)

Jim.
Fooled around with the intruments a little-as it essentialy is needed down the road.



Came out OK at least..

Racing,

You will need a bigger diameter tach soon. A 9,000 rpm redline? Looks very nice...will you being doing jobs for AMG soon?

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)

Nope.
No AMG for me.
(I get job offerings of that nature from time to time-and decline them all as i enjoy where iīm at and what i do to much. AMG hasnīt called yet tho...*LOL*).

Yeah.
I expect us to make good use of the tach...or more to the point i expect the new shiftpoint to be above those 9...but hey..thatīs just my ramblings so far.
Future will tell.

Well Jim,things are progressing-abeit slow due to work load.

Getting "hajtäk" to say the least..

Weīve started to adress the "odd" stuff that goes into making a stocker rock...

Like...fuel lines.




Modded bracketry for the alt that now resides where the AC pump goes stock


As the intake will be running dual injectors...yeah well...


Seasonīs started alright


With dual inlets seing the dual fuelrails needed



Around here we call em "gay whistles"



For diffusor shields within the entry end tank....i kinda called some of my old friends since aeronautic univ up...some of the boys thatīs been involved in the swedish JAS 39fighter project..(KISS kind a went out the door on that one...) to determin the placement of the diffusor plates within the tank...



...and serious boys of course measure IAT as well as p1 pressure before as well as after the cooler...

No more worries as far as temps going through the roof!

Old setup had a tendancy to elevate temps as i kept the go pedal mashed to the floor for extended periods.
No more.

Turned out old friend had a radiator "kit" laying around for US sprint cars that was....usable for a valver.

So,out the TIG welder came after turning the bracketry and ends needed for a merc...









(Last pic is of bungs welded in to alleviate the rad from engine vibrations via rubber cushions.)

Nice work, will be great to see this one run. You guys must be busy. My son is wondering what happened to you and the VEMS guy - he is waiting to order stuff. He has about 2 months to get the stuff from you guys and install it before he is back to school.

Ahh, brings back the memories of the days when my buddy had a Peugeot 404 (actually he had several he picked up cheap in the early 1970's in junk yards) that always overheated. The cure was a radiator from some 7 plus liter displacement piece of American pig iron. It didn't quite fit under the hood so we cut a hole for the radiator cap to get the hood down. That radiator kept the engine cool even after we had a head on (he was driving and eating a sandwich at the same time, on icy roads outside St. Anton in Austria) with a VW K-70. The VW saw us coming out of control and stopped, and we were hardly moving. The collision poked a hole, several actually, in the radiator and not much else. So we pinched the damaged tubes off with a needle nose pliers and filled it up with water and drove to Munich, no problems. Yeah, bigger is better when it comes to radiators for engines that run too hot. 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)

Jim.
You need to take that up with Jörgen of VEMS.
Iīve got nothing what so ever to do with that apart from him being a close friend of mine.
Ie,write him and ask.

Racing,

I just sent him an email. I hope we have not pestered him to the point where he figures we are going to be a bigger pain in the rear than it is worth to him.

If you have any ideas on how to change the fuel mixture on these CIS equipped cars, it would be helpful to know. I have the 1986 Euro with the factory installed catalytic converter/O2 sensor/electronic fuel control system that I cannot get to pass an emission test here. The cars seem to default to a rich running condition that eats cats. So, we replaced the cat, and the O2 sensor which made the NOX emissions drop to well below the allowable limits, but the car still runs too rich - HC and CO2 are orders of magnitude too high - you can smell the stink and see puffs of black smoke shoot out when you pump the accelerator pedal. The manual says to adjust the lambda, but I am at a loss for how to adjust lambda. We have tried to adjust the 3mm Allen head screw just behind the air cleaner on the fuel distributor, but that seems entirely random. When we try to read the duty cycle from the diagnostic plug using a multi-meter set to read duty cycle we get numbers that do strange things, like hang around 50, dropping to 40 then rising to 60, or we can get it to hang around 20 and rise to 30, then drop to zero and reset at 30. All the while it blows black crap out the tailpipe and and leaves a black stain on the driveway.

The runs like a banshee. Idles smooth at 1,000 rpm. But it won't pass emissions blowing clouds of black crap out the tailpipe. Is there something fundamentally off, and what actually adjusts the lambda? Manual says make it 50 =/- 10, and that it should oscillate a bit. That condition can be achieved but it still blows black crap out the rear. O2 sensor test in the manual comes out with about 600 to 700 mV, which is greater than the minimum of 475 in the manual.

I am confused. I hope you can shed some light on this. 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)

Jim,

If your duty cycle reading is fluctuating, then it appears the car is in closed loop and functioning normally. When checking it, you need to take an average reading which is easier with a multimeter like a Fluke that has that function. As you are probably aware, right around 50% is what the factory states as desirable. But much like yours, mine tends to hunt around but usually is within a 5% tolerance with averaging. Just watching the readings can result in fluctuations from 30% to 70%.

Black soot does indicate a rich mixture so you will need to lean it out. Mine use to stain the garage floor until I got it correctly adjusted.

The 3mm allen wrench the correct tool with only slight movement of the adjustment resulting in significant changes.

Tinker

Im in the process of removing the timing chain cover and I have a question:
How many allen head bolts inside the head (below the camshaft sprockets) are there that hold the timing chain cover? TIA

Not near a manual at the moment, but as I recall there are 4. Two across the front, and one on each side, with the one on the tensioning rail side kind of hidden by the rail.

Hope this helps,

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)