Re: [MBZ] OT: how to hand crank a V4

[Jim Cathey via Mercedes]

Onan used to have hand cranks on units up to 100kW years ago.  I can 
recall one very large gas generator set with a huge six cylinder 
Continental engine on it that had a hand crank.  I can't imagine what 
it would take to turn the thing over by hand.


The I6 on the Hercules of our big 45kW genset has a
crank socket, though I don't have a crank for it.  The 283
I4 on our old Moline tractor was started, mostly its entire
life, by hand cranking.  (The 6V charging/starter system was
always crap.)  Two hands, and put your back into it.  Ease it
up to a compression stroke, and pull!  Use a mitten grip, so
it won't break off your thumb if it kicks.

-- Jim


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Re: [MBZ] OT - another non-political B-52 tale - THE TACTICS

[G Mann via Mercedes]

Another lesson, by demonstration, that one of the leading causes of death
in battle is stupidity by leadership.

Personally, I'm very glad Wilton survived to tell the story, and rise in
respect to those who did not.


On Mon, Oct 20, 2014 at 8:57 PM, OK Don via Mercedes 
wrote:

> Another lesson in "question authority" . . .
>
> On Mon, Oct 20, 2014 at 10:33 PM, Greg Fiorentino via Mercedes <
> mercedes@okiebenz.com> wrote:
>
> > Thanks Wilton!
> >
> > Greg
> >
> > -Original Message-
> > From: Mercedes [mailto:mercedes-boun...@okiebenz.com] On Behalf Of
> WILTON
> > via Mercedes
> > Sent: Monday, October 20, 2014 7:09 PM
> > To: mercedes list; WILTON
> > Subject: [MBZ] OT - another non-political B-52 tale - THE TACTICS
> >
> > THE  TACTICS
> > By Wilton Strickland
> >
> > By 22 Dec '72, for four nights in a row, nearly 100 B-52's each night
> > flew in-trail (one behind the other) at 35,000 to 36,000 feet at 450
> knots
> > true airspeed (TAS) (with a tailwind of about 100 knots) to an initial
> > point
> > (IP) 90 nautical miles northwest of Hanoi where they accelerated to 470
> > knots and turned southeast and split off to go their respective targets
> in
> > and around Hanoi.  The plan also required straight and level flight (no
> > evasive maneuvers) from IP to target, turn west, immediately decelerate
> to
> > 450 knots after release and withdraw against a headwind of nearly 120
> > knots.
> >
> > The aircraft were grouped into cells of three each with spacing of 15
> > seconds between each aircraft within the cell and 1 minute between cells.
> > This gave the enemy air defense system plenty of time to track and
> fire
> > on each aircraft as it came within range and get ready for the next one.
> > Long before we got into the target area, the enemy already knew our exact
> > altitude, speed, spacing and approach route - a large part of their
> > acquisition and tracking problem had already been solved for them by
> > American staff planners.  During withdrawal, the combination of
> > deceleration
> > to 450 knots, the turn into the 120-knot headwind and evasive maneuvers
> > (zigzagging) to evade the many SAMs fired at us, resulted in a straight
> > line
> > ground speed of significantly less than 300 knots, drastically increasing
> > our exposure time.  Several B-52's were being shot down every night,
> except
> > the second night.  Three had been lost on the 18th, six on the 20th, and
> > two
> > on the 21st.
> > North Vietnamese gunners later confirmed that it was relatively easy
> to
> > acquire their targets by just looking in the same area as the preceding
> one
> > and waiting.  Because an open bomb bay full of iron bombs reflects more
> > radar energy than a closed bay, they also could get a better picture of
> us
> > when bomb bay doors were opened, usually at 60 seconds before release
> > (time-to-go - TG).  Another more vulnerable time for the BUFF was in the
> > post-release turn, a procedure developed by Paul Tibbets during WW II to
> > enhance crew survival after a nuclear weapon release by placing the
> > airplane
> > as far as possible from the detonation with the airplane straight and
> level
> > and tail to the burst at shockwave arrival and is completely irrelevant
> in
> > conventional bombing - there's no shockwave reaching our altitude.  The
> > turn
> > gave a special advantage to the enemy, though, by exposing a much larger
> > radar cross-section, and the aircraft's electronic counter measures beam
> > patterns were shifted up and away to the side in the turn, allowing the
> > defenders to better "paint" their targets - the defenders later said that
> > returns on their scopes tended to "blossom" when we opened the doors and
> > when we made the post-release turn.
> > We air crewmen were damned mad about the incompetent planning.  I was
> > one of several crewmen who questioned and protested such tactics almost
> > immediately.  I stood during the pre-mission briefing at U-Tapao on the
> > second night of the campaign and asked, "Who is planning such stupid
> > tactics
> > as this, and why?"
> > The answer given was, "The planning is being done at Strategic Air
> > Command (SAC) Headquarters in Nebraska, and the common route and altitude
> > are used for 'ease of planning.'"
> > My reply to this was to suggest that the staff "weenies" come and fly
> > some of these missions to get some ideas about how to develop better
> > tactics.  "The North Vietnamese are using our common route and altitude,
> > our
> > in-trail formation, the long open-door time, the post-release turn and
> our
> > slow withdrawal for 'ease of tracking and shoot-down.'"  (This was later
> > confirmed by North Vietnamese gunners.)
> > Our 17th Air Division Commander, B/G Glenn Sullivan, sitting two rows
> > directly in front of me on the front row turned and looked up at me
> during
> > my question and comments.  He said nothing, but I could tell that he
> agreed
> > with

Re: [MBZ] OT - another non-political B-52 tale - THE TACTICS

[OK Don via Mercedes]

Another lesson in "question authority" . . .

On Mon, Oct 20, 2014 at 10:33 PM, Greg Fiorentino via Mercedes <
mercedes@okiebenz.com> wrote:

> Thanks Wilton!
>
> Greg
>
> -Original Message-
> From: Mercedes [mailto:mercedes-boun...@okiebenz.com] On Behalf Of WILTON
> via Mercedes
> Sent: Monday, October 20, 2014 7:09 PM
> To: mercedes list; WILTON
> Subject: [MBZ] OT - another non-political B-52 tale - THE TACTICS
>
> THE  TACTICS
> By Wilton Strickland
>
> By 22 Dec '72, for four nights in a row, nearly 100 B-52's each night
> flew in-trail (one behind the other) at 35,000 to 36,000 feet at 450 knots
> true airspeed (TAS) (with a tailwind of about 100 knots) to an initial
> point
> (IP) 90 nautical miles northwest of Hanoi where they accelerated to 470
> knots and turned southeast and split off to go their respective targets in
> and around Hanoi.  The plan also required straight and level flight (no
> evasive maneuvers) from IP to target, turn west, immediately decelerate to
> 450 knots after release and withdraw against a headwind of nearly 120
> knots.
>
> The aircraft were grouped into cells of three each with spacing of 15
> seconds between each aircraft within the cell and 1 minute between cells.
> This gave the enemy air defense system plenty of time to track and fire
> on each aircraft as it came within range and get ready for the next one.
> Long before we got into the target area, the enemy already knew our exact
> altitude, speed, spacing and approach route - a large part of their
> acquisition and tracking problem had already been solved for them by
> American staff planners.  During withdrawal, the combination of
> deceleration
> to 450 knots, the turn into the 120-knot headwind and evasive maneuvers
> (zigzagging) to evade the many SAMs fired at us, resulted in a straight
> line
> ground speed of significantly less than 300 knots, drastically increasing
> our exposure time.  Several B-52's were being shot down every night, except
> the second night.  Three had been lost on the 18th, six on the 20th, and
> two
> on the 21st.
> North Vietnamese gunners later confirmed that it was relatively easy to
> acquire their targets by just looking in the same area as the preceding one
> and waiting.  Because an open bomb bay full of iron bombs reflects more
> radar energy than a closed bay, they also could get a better picture of us
> when bomb bay doors were opened, usually at 60 seconds before release
> (time-to-go - TG).  Another more vulnerable time for the BUFF was in the
> post-release turn, a procedure developed by Paul Tibbets during WW II to
> enhance crew survival after a nuclear weapon release by placing the
> airplane
> as far as possible from the detonation with the airplane straight and level
> and tail to the burst at shockwave arrival and is completely irrelevant in
> conventional bombing - there's no shockwave reaching our altitude.  The
> turn
> gave a special advantage to the enemy, though, by exposing a much larger
> radar cross-section, and the aircraft's electronic counter measures beam
> patterns were shifted up and away to the side in the turn, allowing the
> defenders to better "paint" their targets - the defenders later said that
> returns on their scopes tended to "blossom" when we opened the doors and
> when we made the post-release turn.
> We air crewmen were damned mad about the incompetent planning.  I was
> one of several crewmen who questioned and protested such tactics almost
> immediately.  I stood during the pre-mission briefing at U-Tapao on the
> second night of the campaign and asked, "Who is planning such stupid
> tactics
> as this, and why?"
> The answer given was, "The planning is being done at Strategic Air
> Command (SAC) Headquarters in Nebraska, and the common route and altitude
> are used for 'ease of planning.'"
> My reply to this was to suggest that the staff "weenies" come and fly
> some of these missions to get some ideas about how to develop better
> tactics.  "The North Vietnamese are using our common route and altitude,
> our
> in-trail formation, the long open-door time, the post-release turn and our
> slow withdrawal for 'ease of tracking and shoot-down.'"  (This was later
> confirmed by North Vietnamese gunners.)
> Our 17th Air Division Commander, B/G Glenn Sullivan, sitting two rows
> directly in front of me on the front row turned and looked up at me during
> my question and comments.  He said nothing, but I could tell that he agreed
> with me.
> I adamantly maintained that we should fly as fast as possible from the
> initial point (IP) through withdrawal, do evasive maneuvers as necessary
> when fired upon if we could be back to straight and level at release,
> approach the target from different directions and altitudes, open the doors
> as late as possible, eliminate the post-release turn and withdraw to the
> east over the Tonkin Gulf, taking advantage of the 100 to 120-knot tailwind
> to "get the Hell

Re: [MBZ] OT - another non-political B-52 tale - THE TACTICS

[Greg Fiorentino via Mercedes]

Thanks Wilton!

Greg

-Original Message-
From: Mercedes [mailto:mercedes-boun...@okiebenz.com] On Behalf Of WILTON
via Mercedes
Sent: Monday, October 20, 2014 7:09 PM
To: mercedes list; WILTON
Subject: [MBZ] OT - another non-political B-52 tale - THE TACTICS

THE  TACTICS
By Wilton Strickland

By 22 Dec '72, for four nights in a row, nearly 100 B-52's each night
flew in-trail (one behind the other) at 35,000 to 36,000 feet at 450 knots
true airspeed (TAS) (with a tailwind of about 100 knots) to an initial point
(IP) 90 nautical miles northwest of Hanoi where they accelerated to 470
knots and turned southeast and split off to go their respective targets in
and around Hanoi.  The plan also required straight and level flight (no
evasive maneuvers) from IP to target, turn west, immediately decelerate to
450 knots after release and withdraw against a headwind of nearly 120 knots.

The aircraft were grouped into cells of three each with spacing of 15
seconds between each aircraft within the cell and 1 minute between cells.
This gave the enemy air defense system plenty of time to track and fire
on each aircraft as it came within range and get ready for the next one. 
Long before we got into the target area, the enemy already knew our exact
altitude, speed, spacing and approach route - a large part of their
acquisition and tracking problem had already been solved for them by
American staff planners.  During withdrawal, the combination of deceleration
to 450 knots, the turn into the 120-knot headwind and evasive maneuvers
(zigzagging) to evade the many SAMs fired at us, resulted in a straight line
ground speed of significantly less than 300 knots, drastically increasing
our exposure time.  Several B-52's were being shot down every night, except
the second night.  Three had been lost on the 18th, six on the 20th, and two
on the 21st.
North Vietnamese gunners later confirmed that it was relatively easy to
acquire their targets by just looking in the same area as the preceding one
and waiting.  Because an open bomb bay full of iron bombs reflects more
radar energy than a closed bay, they also could get a better picture of us
when bomb bay doors were opened, usually at 60 seconds before release
(time-to-go - TG).  Another more vulnerable time for the BUFF was in the
post-release turn, a procedure developed by Paul Tibbets during WW II to
enhance crew survival after a nuclear weapon release by placing the airplane
as far as possible from the detonation with the airplane straight and level
and tail to the burst at shockwave arrival and is completely irrelevant in
conventional bombing - there's no shockwave reaching our altitude.  The turn
gave a special advantage to the enemy, though, by exposing a much larger
radar cross-section, and the aircraft's electronic counter measures beam
patterns were shifted up and away to the side in the turn, allowing the
defenders to better "paint" their targets - the defenders later said that
returns on their scopes tended to "blossom" when we opened the doors and
when we made the post-release turn.
We air crewmen were damned mad about the incompetent planning.  I was
one of several crewmen who questioned and protested such tactics almost
immediately.  I stood during the pre-mission briefing at U-Tapao on the
second night of the campaign and asked, "Who is planning such stupid tactics
as this, and why?"
The answer given was, "The planning is being done at Strategic Air
Command (SAC) Headquarters in Nebraska, and the common route and altitude
are used for 'ease of planning.'"
My reply to this was to suggest that the staff "weenies" come and fly
some of these missions to get some ideas about how to develop better
tactics.  "The North Vietnamese are using our common route and altitude, our
in-trail formation, the long open-door time, the post-release turn and our
slow withdrawal for 'ease of tracking and shoot-down.'"  (This was later
confirmed by North Vietnamese gunners.)
Our 17th Air Division Commander, B/G Glenn Sullivan, sitting two rows
directly in front of me on the front row turned and looked up at me during
my question and comments.  He said nothing, but I could tell that he agreed
with me.
I adamantly maintained that we should fly as fast as possible from the
initial point (IP) through withdrawal, do evasive maneuvers as necessary
when fired upon if we could be back to straight and level at release,
approach the target from different directions and altitudes, open the doors
as late as possible, eliminate the post-release turn and withdraw to the
east over the Tonkin Gulf, taking advantage of the 100 to 120-knot tailwind
to "get the Hell out of there" ASAP.
Most of us who protested did so by questioning bad tactics and offering
alternatives.  Protests by some of the crewmen became much more active,
however - one pilot refused to fly, was later court-martialed and
discharged.
After flying the original in-trail tactics dictated by the weenie

[MBZ] OT - another non-political B-52 tale - THE TACTICS

[WILTON via Mercedes]

THE  TACTICS
By Wilton Strickland

   By 22 Dec '72, for four nights in a row, nearly 100 B-52's each night 
flew in-trail (one behind the other) at 35,000 to 36,000 feet at 450 knots 
true airspeed (TAS) (with a tailwind of about 100 knots) to an initial point 
(IP) 90 nautical miles northwest of Hanoi where they accelerated to 470 
knots and turned southeast and split off to go their respective targets in 
and around Hanoi.  The plan also required straight and level flight (no 
evasive maneuvers) from IP to target, turn west, immediately decelerate to 
450 knots after release and withdraw against a headwind of nearly 120 knots. 
The aircraft were grouped into cells of three each with spacing of 15 
seconds between each aircraft within the cell and 1 minute between cells.
   This gave the enemy air defense system plenty of time to track and fire 
on each aircraft as it came within range and get ready for the next one. 
Long before we got into the target area, the enemy already knew our exact 
altitude, speed, spacing and approach route - a large part of their 
acquisition and tracking problem had already been solved for them by 
American staff planners.  During withdrawal, the combination of deceleration 
to 450 knots, the turn into the 120-knot headwind and evasive maneuvers 
(zigzagging) to evade the many SAMs fired at us, resulted in a straight line 
ground speed of significantly less than 300 knots, drastically increasing 
our exposure time.  Several B-52's were being shot down every night, except 
the second night.  Three had been lost on the 18th, six on the 20th, and two 
on the 21st.
   North Vietnamese gunners later confirmed that it was relatively easy to 
acquire their targets by just looking in the same area as the preceding one 
and waiting.  Because an open bomb bay full of iron bombs reflects more 
radar energy than a closed bay, they also could get a better picture of us 
when bomb bay doors were opened, usually at 60 seconds before release 
(time-to-go - TG).  Another more vulnerable time for the BUFF was in the 
post-release turn, a procedure developed by Paul Tibbets during WW II to 
enhance crew survival after a nuclear weapon release by placing the airplane 
as far as possible from the detonation with the airplane straight and level 
and tail to the burst at shockwave arrival and is completely irrelevant in 
conventional bombing - there's no shockwave reaching our altitude.  The turn 
gave a special advantage to the enemy, though, by exposing a much larger 
radar cross-section, and the aircraft's electronic counter measures beam 
patterns were shifted up and away to the side in the turn, allowing the 
defenders to better "paint" their targets - the defenders later said that 
returns on their scopes tended to "blossom" when we opened the doors and 
when we made the post-release turn.
   We air crewmen were damned mad about the incompetent planning.  I was 
one of several crewmen who questioned and protested such tactics almost 
immediately.  I stood during the pre-mission briefing at U-Tapao on the 
second night of the campaign and asked, "Who is planning such stupid tactics 
as this, and why?"
   The answer given was, "The planning is being done at Strategic Air 
Command (SAC) Headquarters in Nebraska, and the common route and altitude 
are used for 'ease of planning.'"
   My reply to this was to suggest that the staff "weenies" come and fly 
some of these missions to get some ideas about how to develop better 
tactics.  "The North Vietnamese are using our common route and altitude, our 
in-trail formation, the long open-door time, the post-release turn and our 
slow withdrawal for 'ease of tracking and shoot-down.'"  (This was later 
confirmed by North Vietnamese gunners.)
   Our 17th Air Division Commander, B/G Glenn Sullivan, sitting two rows 
directly in front of me on the front row turned and looked up at me during 
my question and comments.  He said nothing, but I could tell that he agreed 
with me.
   I adamantly maintained that we should fly as fast as possible from the 
initial point (IP) through withdrawal, do evasive maneuvers as necessary 
when fired upon if we could be back to straight and level at release, 
approach the target from different directions and altitudes, open the doors 
as late as possible, eliminate the post-release turn and withdraw to the 
east over the Tonkin Gulf, taking advantage of the 100 to 120-knot tailwind 
to "get the Hell out of there" ASAP.
   Most of us who protested did so by questioning bad tactics and offering 
alternatives.  Protests by some of the crewmen became much more active, 
however - one pilot refused to fly, was later court-martialed and 
discharged.
After flying the original in-trail tactics dictated by the weenies in 
Nebraska for the first several nights and losing bombers to enemy gunners 
almost every night, B/G Sullivan, went around/over his superiors on Guam, 
contacted the SAC Commander-in-Chief (CINCSAC) directly and per

Re: [MBZ] Time for an Alternator Check?

[OK Don via Mercedes]

How often do you want to replace it? I've only had good luck with the
"real" Bosch reman alternators.

On Mon, Oct 20, 2014 at 7:59 PM, Dan Penoff via Mercedes <
mercedes@okiebenz.com> wrote:

>
> The question begs, do you roll the dice and go for the no-name reman Bosch
> and hope it never fails but if it does it's warrantied, or a "real" Bosch
> reman with a one year warranty?
>
> Dan
>
>

-- 
OK Don

NSA: The only branch of government that actually listens to US citizens!

"There are three kinds of men: The ones that learns by reading. The few who
learn by observation. The rest of them have to pee on the electric fence
for themselves."

WILL ROGERS, *The Manly Wisdom of Will Rogers*
2013 F150, 18 mpg
2012 Passat TDI DSG, 44 mpg
1957 C182A, 12 mpg - but at 150 mph!
___
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control over the content of the messages of each contributor.

Re: [MBZ] OT: how to hand crank a V4

[OK Don via Mercedes]

Continental still makes aircraft engines, even Diesel. I have one in the
Cessna (not Diesel).

On Mon, Oct 20, 2014 at 8:30 PM, Curly McLain via Mercedes <
mercedes@okiebenz.com> wrote:

> Must be why we never hear of Conti engines any more.
>
>
>
>>
>>

-- 
OK Don

NSA: The only branch of government that actually listens to US citizens!

"There are three kinds of men: The ones that learns by reading. The few who
learn by observation. The rest of them have to pee on the electric fence
for themselves."

WILL ROGERS, *The Manly Wisdom of Will Rogers*
2013 F150, 18 mpg
2012 Passat TDI DSG, 44 mpg
1957 C182A, 12 mpg - but at 150 mph!
___
http://www.okiebenz.com

To search list archives http://www.okiebenz.com/archive/

To Unsubscribe or change delivery options go to:
http://mail.okiebenz.com/mailman/listinfo/mercedes_okiebenz.com

All posts are the result of individual contributors and as such, those 
individuals are responsible for the content of the post.  The list owner has no 
control over the content of the messages of each contributor.

Re: [MBZ] OT: how to hand crank a V4

[OK Don via Mercedes]

My R69S would start just like your R50/2 did - every time.

My MGA came with a crank for the original engine. A buddy would go with me
to the A&W drive-in where he'd jump over the door with the crank, I'd yell
contact, and he'd start the engine with the crank, then jump back in over
the door. I didn't want to cut a hole through the marginally large enough
radiator to implement a crank for starting the Olds 215 V8 that replaced
the MG engine after a couple of years.

On Mon, Oct 20, 2014 at 2:39 PM, Curly McLain via Mercedes <
mercedes@okiebenz.com> wrote:

> https://www.youtube.com/watch?v=NIUTshlFDrQ
>>
>
>
> 
> I loved my BMW R50/2 because it was so predictable.  Even after sitting
> all winter, turn on the gas (real gasoline back then) tickle the carbs,
> crank it once with ign off, turn on the funky post-key, turn it over once
> and it was running.  Even the R75/5 was never that reliable or easy to
> start.
>
> 



-- 
OK Don

NSA: The only branch of government that actually listens to US citizens!

"There are three kinds of men: The ones that learns by reading. The few who
learn by observation. The rest of them have to pee on the electric fence
for themselves."

WILL ROGERS, *The Manly Wisdom of Will Rogers*
2013 F150, 18 mpg
2012 Passat TDI DSG, 44 mpg
1957 C182A, 12 mpg - but at 150 mph!
___
http://www.okiebenz.com

To search list archives http://www.okiebenz.com/archive/

To Unsubscribe or change delivery options go to:
http://mail.okiebenz.com/mailman/listinfo/mercedes_okiebenz.com

All posts are the result of individual contributors and as such, those 
individuals are responsible for the content of the post.  The list owner has no 
control over the content of the messages of each contributor.

Re: [MBZ] OT: how to hand crank a V4

[Curly McLain via Mercedes]

Must be why we never hear of Conti engines any more.





I swiped the enameled badge off of the valve cover.  It's circular 
in shape, about 2-1/2" in diameter with red and black enameling on 
it.  In the center of the circle is an outline of the U.S. Capitol 
dome, and around the outside are the words, "Continental Engines - 
Powerful as the Nation".




___
http://www.okiebenz.com

To search list archives http://www.okiebenz.com/archive/

To Unsubscribe or change delivery options go to:
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All posts are the result of individual contributors and as such, those 
individuals are responsible for the content of the post.  The list owner has no 
control over the content of the messages of each contributor.

Re: [MBZ] OT internet in the sticks

[OK Don via Mercedes]

Our old ISP provided 3 down, and was usually OK for Hulu. we just switched
to the other ISP in our area and now have 4 - I don't see much difference.

On Mon, Oct 20, 2014 at 12:04 PM, Kaleb C. Striplin via Mercedes <
mercedes@okiebenz.com> wrote:

> So 10 years ago at Okie acres 1, I had a wireless internet provider that
> ran 1mbps. After the trees grew up I could not get the signal anymore and
> they came out with excede, which was super fast but expensive and has a
> data cap. It ran 12 or faster. Then finally we got uverse available and
> it's cheap and runs 18mbps. Now moving out to Okie acres 2 we have sat or
> the original wireless provider we used to have has service here. I just had
> it installed and their fastest they have on this tower is 2.5. Wow it's
> quite a bit slower than what I am used to which does not matter too much
> for normal use but I am afraid to see how Netflix runs on it.
>
>

-- 
OK Don

NSA: The only branch of government that actually listens to US citizens!

"There are three kinds of men: The ones that learns by reading. The few who
learn by observation. The rest of them have to pee on the electric fence
for themselves."

WILL ROGERS, *The Manly Wisdom of Will Rogers*
2013 F150, 18 mpg
2012 Passat TDI DSG, 44 mpg
1957 C182A, 12 mpg - but at 150 mph!
___
http://www.okiebenz.com

To search list archives http://www.okiebenz.com/archive/

To Unsubscribe or change delivery options go to:
http://mail.okiebenz.com/mailman/listinfo/mercedes_okiebenz.com

All posts are the result of individual contributors and as such, those 
individuals are responsible for the content of the post.  The list owner has no 
control over the content of the messages of each contributor.

Re: [MBZ] Time for an Alternator Check?

[Dan Penoff via Mercedes]

True,  I have their "TRT30" code stored in my browser s it kicks in every time 
I go to their web site.

Thanks!

Dan


On Oct 20, 2014, at 9:22 PM, Rick Knoble  wrote:

> ‎Original Message  
> From: Dan Penoff via Mercedes
> Sent: Monday, October 20, 2014 7:59 PM
> To: Mercedes List
> ‎>  Interestingly, Advance Auto, >where I went for the check, has >their 
> house brand rebuilt Bosch >for $170 with a lifetime warranty.  >With their 
> regular discounts I can >probably get another 30% off of >that, too.  I can 
> get a genuine >Bosch reman with a one year >warranty for around $200.
> 
>> The question begs, do you roll the >dice and go for the no-name >reman Bosch 
>> and hope it never >fails but if it does it's warrantied, >or a "real" Bosch 
>> reman with a >one year warranty?
> 
> You can probably get a $50 off coupon code, bringing the price down to $120. 
> Rick 
> Sent from my BlackBerry 10 smartphone.


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Re: [MBZ] OT: how to hand crank a V4

[Dan Penoff via Mercedes]

Onan used to have hand cranks on units up to 100kW years ago.  I can recall one 
very large gas generator set with a huge six cylinder Continental engine on it 
that had a hand crank.  I can't imagine what it would take to turn the thing 
over by hand.

I swiped the enameled badge off of the valve cover.  It's circular in shape, 
about 2-1/2" in diameter with red and black enameling on it.  In the center of 
the circle is an outline of the U.S. Capitol dome, and around the outside are 
the words, "Continental Engines - Powerful as the Nation".




On Oct 20, 2014, at 9:01 PM, Curly McLain via Mercedes  
wrote:

> If my 200D had a crank, i could have started it.
> If my 240D had a crank it would start.  It always starts when the first 
> piston hits TDC on compression stroke.   (within 180º) I am not saying it 
> would be easy to start with a crank. It would take a lot of oomph or an 
> inertia starter.
> 
> 
>> Both my Volvo 2-lunger and Yanmar 1-lunger Diesel sailboat engines came with
>> hand cranks.  They did NOT start line the 4-banger in the video.  The crank
>> handles were handy for certain maintenance functions but I was never able to
>> start even a warm Diesel with the hand crank unless someone held the
>> compression release open until I got some RPM in the flywheel.  Hand
>> cranking may have been possible for a really big guy that was really scared.
>> But not me.
>> 
>>> -Original Message-
>>> From: Mercedes [mailto:mercedes-boun...@okiebenz.com] On Behalf Of
>>> Greg Fiorentino via Mercedes
>>> Sent: Monday, October 20, 2014 8:19 PM
>>> To: 'Mercedes Discussion List'
>>> Subject: Re: [MBZ] OT: how to hand crank a V4
>>> 
>>> At one time I owned a Peugeot with a hand crank.
>>> 
>> > Greg
>>> 
> 
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Re: [MBZ] Time for an Alternator Check?

[clay via Mercedes]

Go real from our overly sexy part god.  Next, on the cheap out scale is no name 
reman.  The best return I got was to take the dead alt. out of Gump and have it 
rebuilt at a reputable shop.  Probably would have been less time and expense to 
have one sent by Worldpac, but the rebuild lived for six years in Gump and the 
past three in Froggy.


clay 

2002 s430 - Victor, a Stately & well tailored chap
1974 450sl -  Frosch - Two tone green
1972 220D - Gump - She was green, simple and ran
1995 E300D - Gave her life to save me against a Dame in a SUV
POS 1987 SDL - Beware Nigerian Scammers








On Oct 20, 2014, at 5:59 PM, Dan Penoff via Mercedes wrote:

> Went to FLAPS tonight and had the charging system checked.
> 
> Battery - 964AH
> Starter - check
> Alternator - flat lined
> 
> Before I pronounce it totally dead, I'm going to get under the car tomorrow 
> after work and poke around.  I'm hoping there is enough room to get the back 
> cover off the alternator so I can check the regulator and brushes.  If I can 
> and they're kaput, I'll just roll the dice and buy an aftermarket regulator 
> for $30.
> 
> If everything is intact, then I have to decide on a source for a reman.  
> Interestingly, Advance Auto, where I went for the check, has their house 
> brand rebuilt Bosch for $170 with a lifetime warranty.  With their regular 
> discounts I can probably get another 30% off of that, too.  I can get a 
> genuine Bosch reman with a one year warranty for around $200.
> 
> The question begs, do you roll the dice and go for the no-name reman Bosch 
> and hope it never fails but if it does it's warrantied, or a "real" Bosch 
> reman with a one year warranty?
> 
> Dan
> 
> 
> On Oct 20, 2014, at 1:17 PM, Dan Penoff via Mercedes  
> wrote:
> 
>> I did determine (after looking at the EPC) that there is a replaceable 
>> regulator with brushes available for the 143 and 150 amp alternators. It's 
>> pricey, close to $100 from the dealer ($75 my cost) although there appears 
>> to be third party knockoffs for as little as $30 on FleaBay.
>> 
>> Again, I'll be taking it to FLAPS tonight to get a diagnosis, but afterwards 
>> I'll probably crawl under and have a look around.  Hopefully that big black 
>> cover on the back comes off easily and there is room to get at it.
>> 
>> FWIW, a dealer reman is about $300 my cost.  Genuine Bosch on the 
>> aftermarket is about $200.
>> 
>> Dan
>> 
>> Sent from my iPad
>> ___
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>> 
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>> 
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>> 
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>> individuals are responsible for the content of the post.  The list owner has 
>> no control over the content of the messages of each contributor.
> 
> 
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> no control over the content of the messages of each contributor.

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Re: [MBZ] OT: how to hand crank a V4

[Curly McLain via Mercedes]

If my 200D had a crank, i could have started it.
If my 240D had a crank it would start.  It always 
starts when the first piston hits TDC on 
compression stroke.   (within 180º) I am not 
saying it would be easy to start with a crank. 
It would take a lot of oomph or an inertia 
starter.




Both my Volvo 2-lunger and Yanmar 1-lunger Diesel sailboat engines came with
hand cranks.  They did NOT start line the 4-banger in the video.  The crank
handles were handy for certain maintenance functions but I was never able to
start even a warm Diesel with the hand crank unless someone held the
compression release open until I got some RPM in the flywheel.  Hand
cranking may have been possible for a really big guy that was really scared.
But not me.


 -Original Message-
 From: Mercedes [mailto:mercedes-boun...@okiebenz.com] On Behalf Of
 Greg Fiorentino via Mercedes
 Sent: Monday, October 20, 2014 8:19 PM
 To: 'Mercedes Discussion List'
 Subject: Re: [MBZ] OT: how to hand crank a V4

 At one time I owned a Peugeot with a hand crank.


 > Greg




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Re: [MBZ] Time for an Alternator Check?

[Dan Penoff via Mercedes]

Went to FLAPS tonight and had the charging system checked.

Battery - 964AH
Starter - check
Alternator - flat lined

Before I pronounce it totally dead, I'm going to get under the car tomorrow 
after work and poke around.  I'm hoping there is enough room to get the back 
cover off the alternator so I can check the regulator and brushes.  If I can 
and they're kaput, I'll just roll the dice and buy an aftermarket regulator for 
$30.

If everything is intact, then I have to decide on a source for a reman.  
Interestingly, Advance Auto, where I went for the check, has their house brand 
rebuilt Bosch for $170 with a lifetime warranty.  With their regular discounts 
I can probably get another 30% off of that, too.  I can get a genuine Bosch 
reman with a one year warranty for around $200.

The question begs, do you roll the dice and go for the no-name reman Bosch and 
hope it never fails but if it does it's warrantied, or a "real" Bosch reman 
with a one year warranty?

Dan


On Oct 20, 2014, at 1:17 PM, Dan Penoff via Mercedes  
wrote:

> I did determine (after looking at the EPC) that there is a replaceable 
> regulator with brushes available for the 143 and 150 amp alternators. It's 
> pricey, close to $100 from the dealer ($75 my cost) although there appears to 
> be third party knockoffs for as little as $30 on FleaBay.
> 
> Again, I'll be taking it to FLAPS tonight to get a diagnosis, but afterwards 
> I'll probably crawl under and have a look around.  Hopefully that big black 
> cover on the back comes off easily and there is room to get at it.
> 
> FWIW, a dealer reman is about $300 my cost.  Genuine Bosch on the aftermarket 
> is about $200.
> 
> Dan
> 
> Sent from my iPad
> ___
> http://www.okiebenz.com
> 
> To search list archives http://www.okiebenz.com/archive/
> 
> To Unsubscribe or change delivery options go to:
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> 
> All posts are the result of individual contributors and as such, those 
> individuals are responsible for the content of the post.  The list owner has 
> no control over the content of the messages of each contributor.


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Re: [MBZ] OT: how to hand crank a V4

[Scott Ritchey via Mercedes]

Both my Volvo 2-lunger and Yanmar 1-lunger Diesel sailboat engines came with
hand cranks.  They did NOT start line the 4-banger in the video.  The crank
handles were handy for certain maintenance functions but I was never able to
start even a warm Diesel with the hand crank unless someone held the
compression release open until I got some RPM in the flywheel.  Hand
cranking may have been possible for a really big guy that was really scared.
But not me.

> -Original Message-
> From: Mercedes [mailto:mercedes-boun...@okiebenz.com] On Behalf Of
> Greg Fiorentino via Mercedes
> Sent: Monday, October 20, 2014 8:19 PM
> To: 'Mercedes Discussion List'
> Subject: Re: [MBZ] OT: how to hand crank a V4
> 
> At one time I owned a Peugeot with a hand crank.
> 
> Greg
> 


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[MBZ] Old cars rock

[clay via Mercedes]

https://www.youtube.com/watch?v=18LrBpBPNlQ

Eric has a good perspective about our love of cranky old cars


clay 

2002 s430 - Victor, a Stately & well tailored chap
1974 450sl -  Frosch - Two tone green
1972 220D - Gump - She was green, simple and ran
1995 E300D - Gave her life to save me against a Dame in a SUV
POS 1987 SDL - Beware Nigerian Scammers








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Re: [MBZ] OT: how to hand crank a V4

[Greg Fiorentino via Mercedes]

At one time I owned a Peugeot with a hand crank.

Greg

-Original Message-
From: Mercedes [mailto:mercedes-boun...@okiebenz.com] On Behalf Of Mitch
Haley via Mercedes
Sent: Monday, October 20, 2014 12:14 PM
To: Mercedes Discussion List
Subject: [MBZ] OT: how to hand crank a V4

https://www.youtube.com/watch?v=NIUTshlFDrQ

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Re: [MBZ] OT: how to hand crank a V4

[Dan Penoff via Mercedes]

Wisconsin, Kohler and Briggs had some overlap, but Wisconsin had larger engines 
than anything Kohler or Briggs built.  Kohler topped out around 24HP as did 
Briggs. Wisconsin went up into the 30HP range with engines like the VG4D.

Dan

Sent from my iPad

> On Oct 20, 2014, at 5:13 PM, Curly McLain via Mercedes 
>  wrote:
> 
> A Wisconsin crank is worth more than the engine.   They are hard to find.   
> Near as I can tell, Wisconsin is out of business.  Kohler and Briggs seems to 
> be growing into that area
> 
> 
>>> On 20/10/2014 2:13 PM, Mitch Haley via Mercedes wrote:
>>> https://www.youtube.com/watch?v=NIUTshlFDrQ
>>> 
>>> ___
>> 
>> nice little engine. Not sure what I would use it for, but I would like to 
>> have one.
>> 
>> I have a Wisconsin 2 cylinder on a generator,  with provision to crank it, 
>> but I do not have the crank. Something else I need to look for.
>> 
>> RB
> 
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Re: [MBZ] OT: how to hand crank a V4

[Curly McLain via Mercedes]

A Wisconsin crank is worth more than the engine.   They are hard to 
find.   Near as I can tell, Wisconsin is out of business.  Kohler and 
Briggs seems to be growing into that area




On 20/10/2014 2:13 PM, Mitch Haley via Mercedes wrote:

https://www.youtube.com/watch?v=NIUTshlFDrQ

___


nice little engine. Not sure what I would use it for, but I would 
like to have one.


I have a Wisconsin 2 cylinder on a generator,  with provision to 
crank it, but I do not have the crank. Something else I need to look 
for.


RB


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Re: [MBZ] OT: how to hand crank a V4

[Randy Bennell via Mercedes]

On 20/10/2014 2:39 PM, Curly McLain via Mercedes wrote:

https://www.youtube.com/watch?v=NIUTshlFDrQ



Looks like that one was just rebuilt.  its a miracle it started. BTW, 
that is a engine off an old combine.



Wisconsin V4s may be ok when they were new, but old ones are crap.  I 
spent hours cranking one on an old sprayer.  It had no compression, so 
the only way it would start is if you cranked it long enough to heat 
the cylinders and fast enough that it developed a little compression 
faster than the compression leaked down.   There was no way most of 
the wisconsin v4s I had to work with would start on one crank.  you 
have to spin the little crank in circles as fast as you can as long as 
you can.


I loved my BMW R50/2 because it was so predictable.  Even after 
sitting all winter, turn on the gas (real gasoline back then) tickle 
the carbs, crank it once with ign off, turn on the funky post-key, 
turn it over once and it was running.  Even the R75/5 was never that 
reliable or easy to start.


The even older sprayer had a 6 cyl continental engine, and it would 
always start, but not often with one crank.  The only thing I remember 
stating with one crank other than the R-50/2  and the IH A was 
sometimes the IH H would start on one crank if it was warm. Cold, it 
was at least two cranks, and often more.  They were harder to crank too


___


Doing it with a battery and electric start etc, but my old 68 Chevy 
pickup with a 292 inline 6 would start if it would turn over.
Did not matter how cold out it was, if the battery could make it turn 
over it would fire up pretty much on the first turn over.


RB

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Re: [MBZ] OT: how to hand crank a V4

[Randy Bennell via Mercedes]

On 20/10/2014 2:13 PM, Mitch Haley via Mercedes wrote:

https://www.youtube.com/watch?v=NIUTshlFDrQ

___


nice little engine. Not sure what I would use it for, but I would like 
to have one.


I have a Wisconsin 2 cylinder on a generator,  with provision to crank 
it, but I do not have the crank. Something else I need to look for.


RB

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Re: [MBZ] OT: how to hand crank a V4

[Curly McLain via Mercedes]

https://www.youtube.com/watch?v=NIUTshlFDrQ



Looks like that one was just rebuilt.  its a miracle it started. 
BTW, that is a engine off an old combine.



Wisconsin V4s may be ok when they were new, but old ones are crap.  I 
spent hours cranking one on an old sprayer.  It had no compression, 
so the only way it would start is if you cranked it long enough to 
heat the cylinders and fast enough that it developed a little 
compression faster than the compression leaked down.   There was no 
way most of the wisconsin v4s I had to work with would start on one 
crank.  you have to spin the little crank in circles as fast as you 
can as long as you can.


I loved my BMW R50/2 because it was so predictable.  Even after 
sitting all winter, turn on the gas (real gasoline back then) tickle 
the carbs, crank it once with ign off, turn on the funky post-key, 
turn it over once and it was running.  Even the R75/5 was never that 
reliable or easy to start.


The even older sprayer had a 6 cyl continental engine, and it would 
always start, but not often with one crank.  The only thing I 
remember stating with one crank other than the R-50/2  and the IH A 
was sometimes the IH H would start on one crank if it was warm. 
Cold, it was at least two cranks, and often more.  They were harder 
to crank too


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Re: [MBZ] OT internet in the sticks

[Rich Thomas via Mercedes]

Netflix for movies?  I thought you only watched those other kinds of 
movies


In the evenings when everyone is home and trying to watch the Flix you 
probably won't even be able to use it for that.


--R


On 10/20/14 1:04 PM, Kaleb C. Striplin via Mercedes wrote:

So 10 years ago at Okie acres 1, I had a wireless internet provider that ran 
1mbps. After the trees grew up I could not get the signal anymore and they came 
out with excede, which was super fast but expensive and has a data cap. It ran 
12 or faster. Then finally we got uverse available and it's cheap and runs 
18mbps. Now moving out to Okie acres 2 we have sat or the original wireless 
provider we used to have has service here. I just had it installed and their 
fastest they have on this tower is 2.5. Wow it's quite a bit slower than what I 
am used to which does not matter too much for normal use but I am afraid to see 
how Netflix runs on it.

Sent from my iPhone
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[MBZ] OT: how to hand crank a V4

[Mitch Haley via Mercedes]

https://www.youtube.com/watch?v=NIUTshlFDrQ

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Re: [MBZ] Low rear chassis

[Curly McLain via Mercedes]

Yes!  As do worn LCA bushings


Good point, Jim. I had forgotten about subframe mounts. However, 
would subframe mount make the whole rear of the car low, and not be 
relative to the load?


On a related issue, spring pads are of different sizes. You have to 
look at the edges to see how many tabs or notches they have. This 
identifies the thickness.  You should see some very distinct little 
tabs or pins sticking out from the edge.  This allows you to 
identify which thickness you have so the pad doesn't have to be 
removed to determine which size it is.


Dan

Sent from my iPad


 On Oct 20, 2014, at 11:47 AM, Jim Cathey  wrote:

 Spring pads can pack down and wear out.  There are other
 things besides weak springs that can cause rear geometry
 problems.  Rear subframe bushings?


 > -- Jim
 >


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Re: [MBZ] Time for an Alternator Check?

[Dan Penoff via Mercedes]

I did determine (after looking at the EPC) that there is a replaceable 
regulator with brushes available for the 143 and 150 amp alternators. It's 
pricey, close to $100 from the dealer ($75 my cost) although there appears to 
be third party knockoffs for as little as $30 on FleaBay.

Again, I'll be taking it to FLAPS tonight to get a diagnosis, but afterwards 
I'll probably crawl under and have a look around.  Hopefully that big black 
cover on the back comes off easily and there is room to get at it.

FWIW, a dealer reman is about $300 my cost.  Genuine Bosch on the aftermarket 
is about $200.

Dan

Sent from my iPad
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Re: [MBZ] Low rear chassis

[Dan Penoff via Mercedes]

Good point, Jim. I had forgotten about subframe mounts. However, would subframe 
mount make the whole rear of the car low, and not be relative to the load?

On a related issue, spring pads are of different sizes. You have to look at the 
edges to see how many tabs or notches they have. This identifies the thickness. 
 You should see some very distinct little tabs or pins sticking out from the 
edge.  This allows you to identify which thickness you have so the pad doesn't 
have to be removed to determine which size it is.

Dan

Sent from my iPad

> On Oct 20, 2014, at 11:47 AM, Jim Cathey  wrote:
> 
> Spring pads can pack down and wear out.  There are other
> things besides weak springs that can cause rear geometry
> problems.  Rear subframe bushings?
> 
> -- Jim
> 

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[MBZ] OT internet in the sticks

[Kaleb C. Striplin via Mercedes]

So 10 years ago at Okie acres 1, I had a wireless internet provider that ran 
1mbps. After the trees grew up I could not get the signal anymore and they came 
out with excede, which was super fast but expensive and has a data cap. It ran 
12 or faster. Then finally we got uverse available and it's cheap and runs 
18mbps. Now moving out to Okie acres 2 we have sat or the original wireless 
provider we used to have has service here. I just had it installed and their 
fastest they have on this tower is 2.5. Wow it's quite a bit slower than what I 
am used to which does not matter too much for normal use but I am afraid to see 
how Netflix runs on it.

Sent from my iPhone
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Re: [MBZ] White Whale - Thar she blows!

[Tim Crone via Mercedes]

On Mon, Oct 20, 2014 at 9:43 AM, Meade Dillon via Mercedes <
mercedes@okiebenz.com> wrote:

> Anyone have the cooling system pressure tester to loan?
>

Autozone has one they will "loan" (i.e. sell and return, up to 90 days I
think).  The included cap fits.  I have run with it on, not sure whether
that is advisable.

Very impressive progress!

Best,
Tim
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Re: [MBZ] Low rear chassis

[Curly McLain via Mercedes]

You can try springs and find out it is probably a waste of money. 
Most likely you need new rubber in the entire rear subframe.  This 
includes new rear subframe mounts, and new bushings in the lower 
control arms. New Diff mount is a good idea.  New rubber seats for 
the springs should be put in too.  those will make a difference.


Eccentric bushings used to be available for the 123.  Those can be 
used in the LCA   No instructions are provided, so you have to figure 
out which position to mount them on your own.  They can offset other 
wear,


The 240D I rebushed the rear subframe in 6 yrs or so ago is still 
riding high and looks nice.  Compared to modern (junk) cars with wide 
tires, the tires look a little skinny when it goes down the road, but 
otherwise it looks like a new car for 1981.


Allow a day and have a 6' cheater pipe on hand, along with big blocks 
for safety when you do the job.



The rear of my 1984 300d is setting low and it gets even lower when 
I add a passenger or two.

I am thinking I need to purchase new coil springs. The shocks are pretty new.
Does anyone have any thoughts for ways to address this issue?
Thanks,
Mike Esh

Michael E. Esh


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Re: [MBZ] Low rear chassis

[Jim Cathey via Mercedes]

Yes, 100% rear springs in a 123 can be removed without a
compressor.  I've done it, when replacing a noisy diff.

-- Jim


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Re: [MBZ] Low rear chassis

[Jim Cathey via Mercedes]

Spring pads can pack down and wear out.  There are other
things besides weak springs that can cause rear geometry
problems.  Rear subframe bushings?

-- Jim


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Re: [MBZ] Best aftermarket injector nozzles

[Jon Agne via Mercedes]

Also check for Bosio availability.


On Oct 20, 2014, at 10:42 AM, Meade Dillon via Mercedes  
wrote:

> http://en.technikexpert.com/
> 
> I had to use the Monark part number which cross-referenced to the MB /
> Bosch part number.
> 
> -Max
> 
> On Mon, Oct 20, 2014 at 9:46 AM, Curt Raymond  wrote:
> 
>> Mercedessource lists them for $31 each with no note of shipping as they
>> are "out of stock".
>> 
>> Whats the site? I'm ready to order, my 2.2l uses the same nozzles as the
>> old 616...
>> 
>> 
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> individuals are responsible for the content of the post.  The list owner has 
> no control over the content of the messages of each contributor.


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Re: [MBZ] Low rear chassis

[Curt Raymond via Mercedes]

I think I have some spring pads I bought for my '83 240D. If anybody wants them 
they can have them for say $10 and shipping.

-Curt



 From: Dan Penoff via Mercedes 
To: Mercedes Discussion List  
Sent: Monday, October 20, 2014 10:57 AM
Subject: Re: [MBZ] Low rear chassis
 

Buy new springs?

The fact that the car is dropping noticeably when you load it would imply that 
the springs are tired.  I'm sure I will get corrected if wrong, but I don't 
believe you need a spring compressor to do rear springs, that you can unload 
the suspension and lower the control arm with a jack to get the spring out.

Rear springs are about $160/each from the dealer. Factor in another $30 or so 
for new spring pads, too.

Dan

Sent from my iPad

> On Oct 20, 2014, at 10:43 AM, Michael Esh via Mercedes 
>  wrote:
> 
> The rear of my 1984 300d is setting low and it gets even lower when I add a 
> passenger or two. 
> I am thinking I need to purchase new coil springs. The shocks are pretty new. 
> Does anyone have any thoughts for ways to address this issue?
> Thanks,
> Mike Esh 
> 
> 
> Michael E. Esh
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> individuals are responsible for the content of the post.  The list owner has 
> no control over the content of the messages of each contributor.




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Re: [MBZ] Low rear chassis

[Dan Penoff via Mercedes]

Buy new springs?

The fact that the car is dropping noticeably when you load it would imply that 
the springs are tired.  I'm sure I will get corrected if wrong, but I don't 
believe you need a spring compressor to do rear springs, that you can unload 
the suspension and lower the control arm with a jack to get the spring out.

Rear springs are about $160/each from the dealer. Factor in another $30 or so 
for new spring pads, too.

Dan

Sent from my iPad

> On Oct 20, 2014, at 10:43 AM, Michael Esh via Mercedes 
>  wrote:
> 
> The rear of my 1984 300d is setting low and it gets even lower when I add a 
> passenger or two. 
> I am thinking I need to purchase new coil springs. The shocks are pretty new. 
> Does anyone have any thoughts for ways to address this issue?
> Thanks,
> Mike Esh 
> 
> 
> Michael E. Esh
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> 
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> 
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> individuals are responsible for the content of the post.  The list owner has 
> no control over the content of the messages of each contributor.

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Re: [MBZ] Best aftermarket injector nozzles

[Meade Dillon via Mercedes]

http://en.technikexpert.com/

I had to use the Monark part number which cross-referenced to the MB /
Bosch part number.

-Max

On Mon, Oct 20, 2014 at 9:46 AM, Curt Raymond  wrote:

> Mercedessource lists them for $31 each with no note of shipping as they
> are "out of stock".
>
> Whats the site? I'm ready to order, my 2.2l uses the same nozzles as the
> old 616...
>
>
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[MBZ] Low rear chassis

[Michael Esh via Mercedes]

The rear of my 1984 300d is setting low and it gets even lower when I add a 
passenger or two. 
I am thinking I need to purchase new coil springs. The shocks are pretty new. 
Does anyone have any thoughts for ways to address this issue?
Thanks,
Mike Esh 


Michael E. Esh
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Re: [MBZ] White Whale - Thar she blows!

[Jim Cathey via Mercedes]

Coolant really, and not actually a blow but more of a drip...
overnight there will be a small puddle under the rear of the engine.


Our SEL had a pinhole in the heater hose, it would open and close
on its own schedule, and never when you were looking for it.  At
the back.  Also back there is the heater core, the heated washer
tank, and the windshield heater loop.  Plenty to leak!

-- Jim


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Re: [MBZ] Best aftermarket injector nozzles

[Curt Raymond via Mercedes]

Mercedessource lists them for $31 each with no note of shipping as they are 
"out of stock".

Whats the site? I'm ready to order, my 2.2l uses the same nozzles as the old 
616...

-Curt



 From: Meade Dillon via Mercedes 
To: Mercedes  
Sent: Monday, October 20, 2014 9:31 AM
Subject: Re: [MBZ] Best aftermarket injector nozzles
 

Found a site last night in the fatherland that sells Monark nozzles for my
car for about $27 each, plus $21 shipping.  Need to double check my part
numbers to make sure I've selected the right nozzle.

Max Dillon,
Charleston SC




On Oct 19, 2014 5:05 PM, "Curt Raymond"  wrote:
>
> I'm going through this with my 190D. Mark likes Monark but doesn't have
any in stock. I'm going to order some of the Made in Germany Monarks unless
I find a deal on Made in Germany Bosch.
>
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[MBZ] White Whale - Thar she blows!

[Meade Dillon via Mercedes]

Coolant really, and not actually a blow but more of a drip.

No leakage when the engine is hot, either running or off, but after cooling
overnight there will be a small puddle under the rear of the engine.

My first thought was the fuel heat exchanger connection to the block, but
the recirculation pump is also in that area.

Anyone have the cooling system pressure tester to loan?

Other than that, engine seems to be running great, very smooth and plenty
of power.  A couple oil drips to chase down, electrical system for locks is
a mess, trip meter still broken.  I've also got a brake problem with front
right caliper, that wheel is much warmer than the rest and the car
initially pulls to the right when braking.

Max Dillon,
Charleston SC
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Re: [MBZ] Best aftermarket injector nozzles

[Meade Dillon via Mercedes]

Found a site last night in the fatherland that sells Monark nozzles for my
car for about $27 each, plus $21 shipping.  Need to double check my part
numbers to make sure I've selected the right nozzle.

Max Dillon,
Charleston SC

On Oct 19, 2014 5:05 PM, "Curt Raymond"  wrote:
>
> I'm going through this with my 190D. Mark likes Monark but doesn't have
any in stock. I'm going to order some of the Made in Germany Monarks unless
I find a deal on Made in Germany Bosch.
>
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Re: [MBZ] Using epc.Startekinfo for W123

[LarryT via Mercedes]

Parts diagrams...

LarryT

On 10/19/2014 10:02 PM, Andrew Strasfogel wrote:

I must have missed something - what's the site good for?

On Sun, Oct 19, 2014 at 8:07 PM, Curly McLain via Mercedes 
mailto:mercedes@okiebenz.com>> wrote:


Its the same on that ruskie VIN lookup site that was posted a
couple weeks ago.  I tried the 123.123.10 number and it would not
work. Then i tried putting WDB in front of the number without
periods, and it worked.

I have not yet tried WDB11011010 yet.



Has anyone found a way to use epc.startekinfo.com
 for pre-82 W123 MB's?   As you
know it doesn't have the standardized VIN number which I
believe came out in 1982 so I have not been able to use it for
my 78 240D.

Any ideas?   I tried the Help Link but haven't heard back yet.

Thanks,
LarryT
78 240D
91 300D


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each contributor.




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