That's right (I think). Rwd4evr keeps telling me which m119 is. Low deck vs high deck, and I just listen. I have an 1992 500sl, and pod for a $500 1995 sl500 carcass that was half parted by Used Auto Services, but still had a starter, good exhaust, and the m119 engine series that rwd4evr had taken an interest in. He was nice enough to hop in my truck for a 2+ hour drive each way with SheppyMach's dolly on the back and drag that peach home in exchange for getting what's left after I got what I needed off it (just an exhaust and starter at the time). Unfortunately the exhaust was soaked with oil and the car hadn't been on the road since 2010. And I think the trans burnt up on the drag home if it wasn't already. So, right now it's nothing more than a test fit housing and an oil pan (in case we get a w140 m119). Rwd4ever said that the k-jet fuel distributors from our two 560sl parts cars might fit on an r129 m119, which would be really really nice if it would even do that on a non-k-jet model. I think both rwd4evr and I have started really liking the k-jet setup for these junker cars because of their simplicity and lack of the computers. (And I spent a year prior wasting my life trying to get a non-running dual-carb 1970 250c running. I ain't never going back to a non-running carbed car. No thanks. Screw that!)

Anyway, we've got some good junk in his warehouse, and as long as we can continue to make the rent selling off junk, we should keep these projects running slowly in our spare time. I've been able to make some minor progress on two of my four non-warehouse cars over the past few weeks (1992 500sl and 1985 280sl 5-Speed). I just have to keep him from wasting his life trying to make a 90,000 mile w124 wagon run reliably. That thing has been his plague! Anyone want a running 1989 300te w 90,000 miles? I think the return line is clogged and eating his fuel pumps.

I think that for all these project cars he's been able to make run with a k-jet fuel pump and n IV bottle hung from the hood need a good "process" to follow once he gets them to that point. The fuel tanks are all varnished, and the supply and return fuel lines are usually going to be semi-clogged. That's going to be the case on the stock shift slc too. Is there a good process anyone has come up with to clean out the fuel lines? Maybe bypass the fuel distributor and run the pump back to the tank for 24 hours or something like that?

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Past mb: '73 450sl, '81 280slc stick, '71 250, '72 250c, '70 250c, '79 280sl, '73 450sl, parted: '75 240d stick, '69 280s, '73 450slc, '72 450sl,