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  #46  
Old 10-19-2002, 09:26 AM
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thanks for the info on the fan clutch Scott. i had cross checked it before on the CD's and the cut in temps are "96C-104C" which seems low if those are coolant temps. i guess that is when the clutch starts to activate but not fully lock. the information indicated was also for M103's only on the W124. i myself have heard that fan roar in the summer before but after i installed the "cool harness" mod i have not heard it since.

cheers
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  #47  
Old 10-19-2002, 01:52 PM
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Here is the latest.

I pulled the rad, and it looks very good - no corrosion, gunk, etc. But when I backflushed it, I got three plastic parts out of the top left inlet. They are all nearly identical, and look to be broken off of a common part which has a dia of about 13-25 mm. these pieces would allign to centers.

I flushed the rad, and reinstalled. I think the car is running a bit cooler, but it's too soon for me to have a firm observation. I also think that now my windshield washer heater has low flow. I thing that based on the CD coolant circuit that it should get flow all of the time.

Say tuned as I work this mystery.
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New 95 E320 Hd Gasket - Runs Hotter Now-pa190015e.jpg  
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2002 E320
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  #48  
Old 10-19-2002, 02:46 PM
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i bet those little plastic bits are from the plastic fitting that connects to that bleeder hose. it may or may not start leaking soon: plastic rad fitting

haven't come across the washer low flow issue...
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1993 300e-2.8
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  #49  
Old 01-26-2003, 01:39 PM
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95E320 - Update on my findings - Runs Hotter Now after Head Gasket Replacement

After chasing this problem for awile (5 months) , this is a summary of where I am at -

Found (2) small leaks in the cooling system - 1 at the thermostat housing (new O-ring fixed it), and 1 at the 90 degree elbow on the radiator (coolant return line to the overflow tank - new elbow fixed that)

But the big news is that when I backflushed the block (opened coolant line from block to heater coolant circuit and forced water into block with block drain open w/thermostat installed) and collected the water thru a filter, I got out Al metal shavings and black colored ferrous grit - texture like ground coffee beans (sticks to a magnet). When I refilled the coolant system it seems to be running cooler (and also more heat in the winter).

I am of the opinion that when the head was machined flat for the head gasket replacement, some shavings got into the head, and when installed got into the cooling system. But I don't have a clue as to where the black grit came from. (Next time I will do that job myself and not take it to a "pro")

I have seen some posts that also report this problem - running hotter after a head gasket job - and so my advise is to backflush the block based upon my experience to date.

I plan to backflush once again to see if I got it all out.

I will let all know how I am doing after this unfortunate experience, and thanks for all for the help.
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  #50  
Old 01-26-2003, 02:09 PM
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I think maybe you should consider draining your oil and changing your filter asap too.
If the black grit did come from your cylinder head after machining, it is likely to also be in the oilways.
The filter would have caught it, but if we're talking any quantity here, it could begin to fill up your oil filter.
I wouldn't mind betting that if you cut open your oil filter, you would find similar ferrous grit inside.

The machine shop should have cleaned your head before refitting it, and this grit must surely be a normal by-product of the machining process.
Doesn't sound good practice by the shop.


Barry
1994 E200 Wagon 115k miles
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  #51  
Old 01-26-2003, 02:53 PM
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Got 4 oil changes already behind me - all with filter inspections. Some initial Al, but all filters clean after the first oil change over 10K miles ago. Since Al found in oil and coolant circuit (didn't find the coolant debris until Dec as I worked thru the mystery), that's what pointed to the head gasket repair as the root cause.

In the aircraft industry, we do engine oil analysis at a periodic interval - Send an oil sample off to a lab to identify what's in it (brass, Al, steel, etc). Anybody doing this for their MBs?
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  #52  
Old 01-26-2003, 06:29 PM
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Tom, I make a living from identifying contaminant debris for the automotive and aircraft industry using SEM/EDS methods. If it's not a whole lot of debris or too many different kinds of debris, I wouldn't mind giving you a "quickie" analysis.
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