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#1
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230SL valve adjust questions
I am working on a 1966 230SL. I am trying to adjust the valves but I am finding the adjusters seem to be frozen. Am I missing a locking nut or something? I am trying to turn the 14mm wrench size adjuster that is the rocker pivot. Also, is clearance measured between the cam lobe and rocker face? Any help appreciated!
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My Truck.. 2007 DODGE, 5.9 Cummins, 6spd stick, 4X4. My car..1977 240D, OTHER WHEELS...1955 VW Oval window bug, European Delivery (Holland) with a 1700cc, 2 barrel, Porsche drum brakes. 1939 WILLYS Pick-up. 1967 Triumph 200cc Tiger Cub. 1976 Honda 550F 4cyl Motor Cycle. |
#2
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They are hard to turn b/c they are self locking...there is a special 14 mm crow foot tool, but it can also be done by popping of the rocker and loosening stubborn ball studs with a socket.
The gap is between the cam base circle and the rocker surface. Cold spec: Ex. -.007 In.- .003
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A Dalton |
#3
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The Diesels use 2 nuts (locking & adjusting). The gassers (Non-hydraulic lifters) use just one, which MBZ calls "easy going nut." It's probably a castlated nut. If it hasn't been moved for a long time, it can be quite tight. I'm not sure about your 230, but if you have just the one nut, it's the adjuster. And yes, the adjustment is the space between the cam lobe and the rocker face.
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Don't Chrome them; polish them |
#4
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There is no "NUT" ..it is a ball stud and the friction lock technique comes from a mismatched thread pitch in the design.
Here is all you will ever need to know about ball studs and adjusting them.. http://www.sl113.org/forums/topic.asp?TOPIC_ID=5608&whichpage=1&SearchTerms=ball+stud
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A Dalton Last edited by Arthur Dalton; 06-25-2008 at 05:04 PM. |
#5
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Thanks Arthur.... I figured that they were kind of a locking thread. I just didn't want to break anything. I have done plenty of valve adjustments in my 40 years wrenching but never a 230 engine. again, THANKS! Chris
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My Truck.. 2007 DODGE, 5.9 Cummins, 6spd stick, 4X4. My car..1977 240D, OTHER WHEELS...1955 VW Oval window bug, European Delivery (Holland) with a 1700cc, 2 barrel, Porsche drum brakes. 1939 WILLYS Pick-up. 1967 Triumph 200cc Tiger Cub. 1976 Honda 550F 4cyl Motor Cycle. |
#6
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<
Cool.. If he is a special customer, I would mention to him that it is recommended to retorque the head bolts before doing valve adjustments on 127 MFI engines..worth the extra few $$$$$.. See ya
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A Dalton |
#7
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oops! I confused the 230 w/the 110 engine.
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Don't Chrome them; polish them |
#8
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I made up a tool to remove the rocker arms to the side. I took an old Phillips screw driver, cut the end off, ground the radius to fit the oiler hole on the rocker above the adjuster ball then heated the shank of the screw driver and put a 45 degree bend in it. It fit in real slick and I was able to move the rocker to the side enough to get a 6pt socket on the ball adjuster. I worked them back and forth a few times, reinstalled the rocker and set the clearance. The car ran alot better. Someone had also not set the ignition timing right. I saw in the owners manual that it is 30deg at 3k. I set it up that way and my friend is real happy.
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My Truck.. 2007 DODGE, 5.9 Cummins, 6spd stick, 4X4. My car..1977 240D, OTHER WHEELS...1955 VW Oval window bug, European Delivery (Holland) with a 1700cc, 2 barrel, Porsche drum brakes. 1939 WILLYS Pick-up. 1967 Triumph 200cc Tiger Cub. 1976 Honda 550F 4cyl Motor Cycle. |
#9
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>>
That is the way to set it...you can then tweak the idle timing by adjusting the rod that hooks the advance plate to the vac pod. The important one is the 3k. I have an extra 14mm offset tool for ball adjusters if anyone is looking..... [ will not fit 280sl as they went to 17mm on M130 engine]
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A Dalton |
#10
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Arthur, Is there any way to soften up the up-shifts on the 230SL? I figured that the cars automatic transmission uses a manual control rod like my '77 240D.
The SL shifts rather firm but doesn't seem to hold in each gear too long. Thanks, Chris
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My Truck.. 2007 DODGE, 5.9 Cummins, 6spd stick, 4X4. My car..1977 240D, OTHER WHEELS...1955 VW Oval window bug, European Delivery (Holland) with a 1700cc, 2 barrel, Porsche drum brakes. 1939 WILLYS Pick-up. 1967 Triumph 200cc Tiger Cub. 1976 Honda 550F 4cyl Motor Cycle. |
#11
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There is a 3 position solinoid on the trans and it regulates the different shift pressures [idle/mid/kickdown]
Take a look under passengers rug..inspection plate..see if the 3 positions are clicking in. They are known for shift hard anyway you adjust them, which is why I only like stick shift in a 113.... linkage adjustments and that little switch on the ventri are palces to look too..it is adjustable
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A Dalton |
#12
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Thanks again Arthur. Chris
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My Truck.. 2007 DODGE, 5.9 Cummins, 6spd stick, 4X4. My car..1977 240D, OTHER WHEELS...1955 VW Oval window bug, European Delivery (Holland) with a 1700cc, 2 barrel, Porsche drum brakes. 1939 WILLYS Pick-up. 1967 Triumph 200cc Tiger Cub. 1976 Honda 550F 4cyl Motor Cycle. |
#13
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You can adjust the vac modulator on the side too, but it's either early and "soft" (which is a very relative term) or late and hard. I prefer the former, it's a tiny little square headed 4mm adjuster with a 10mm locknut around it, adjust in 1/4 increments, clockwise is later, countercw is earlier. You may want to check the vacuum on this line to make sure it's getting enough, although if it's shifting early for ya then too much vacuum is probably not it. Adjust it too far and it'll slip theoretically.
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___ /<>/>/> 1967 230S automatic Boston, MA |
#14
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Thanks Todd. I will check into it next time I work on the car for my friend.
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My Truck.. 2007 DODGE, 5.9 Cummins, 6spd stick, 4X4. My car..1977 240D, OTHER WHEELS...1955 VW Oval window bug, European Delivery (Holland) with a 1700cc, 2 barrel, Porsche drum brakes. 1939 WILLYS Pick-up. 1967 Triumph 200cc Tiger Cub. 1976 Honda 550F 4cyl Motor Cycle. |
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