i replaced many of these timing covers under warranty. mb did not use any antiseize on the upper alternator bolt and we had a voltage reg recall. so many of these covers would snap when removing that bolt.
13:30 MB started out with the 43/430 and then the 500 and it's easy to see why they stopped with the 55 and never went bigger. There's almost no room. Makes one wonder how much work the Brabus and Vath 5.8 M113 engines required to fit in the same block. I think I even recall reading about Carlsson (and maybe Brabus as well) having some M113 engines over 6 liters.
in the oil sump when you removed it to remove the timing case did you remove the front 6 bolts or all 8??? struggling to get the timing case off Im currently working in the engine bay so limited space
Controle conditie van de motor. Maar ik heb de drijfstangen en de kopbouten. En de zuiger veren gecapped Geupgrade voor de turbo installatie. Vermogen zal verdubbelen dus controle en het hebben van een goed basis is dan cruciaal
I have the 4.3 with 150K miles on it, and I got loud tappet noise, so I added Marvel Mystery Oil (I suppose this is "not the best oil" that you refer to) and eventually it went away, and I can see the carbon in the oil. But I know it swells rubber so now I want to get that stuff out of there before I get a new problem with those o-rings. So much oiling in these engines, even oil down the camshafts as well as under the pistons. It's really fine machinery, strong and lightweight, hope I can get another 150K out of mine.
awesome series for breaking the engine down. i love the video with the details most never tell you like the swelling o-rings etc. how would you reduce the compression ration then if the shorted connecting rods are not an option? as always thank you for your videos. Cheers
Thanks 👍 lower the CR can be done making the down in the piston. Bigger but this will make the piston weaker . So the top of the piston needs to be thick enough. But this engine is having a CR of 1:10 so running op e85 is also an option
@@JMSpeedshop I've seen on MBworld that the 55K heads have a larger cc combustion chamber (lower compression) than the 55NA heads. On the NA heads there is a raised area (kinda triangle shaped) near the intake valves that is not raised on the K heads.
Im not going to machine the heads for lower compression i have to do it with this but 1:10 cr will give me better flow in the combustion chamber then when lowering the cr ratio. And on e85 it is not a problem to have some higher cr ratio
i replaced many of these timing covers under warranty. mb did not use any antiseize on the upper alternator bolt and we had a voltage reg recall. so many of these covers would snap when removing that bolt.
Oke. Good to know. I could remove it pretty easy. The oil filter housing bolt was pretty stuck. With the 46mm socket
Mine had the same problem broke alt bolt housing
13:30 MB started out with the 43/430 and then the 500 and it's easy to see why they stopped with the 55 and never went bigger. There's almost no room. Makes one wonder how much work the Brabus and Vath 5.8 M113 engines required to fit in the same block. I think I even recall reading about Carlsson (and maybe Brabus as well) having some M113 engines over 6 liters.
The will have to modified the crank a lot and piston skirt much shorter to work with a longer stroke
Thank you for this detailed info. Is there any way to replace those two O-rings through water pump housing without taking the timing/front cover off?
No. You have to take it off to reach them. The are mounted in between the plate
in the oil sump when you removed it to remove the timing case did you remove the front 6 bolts or all 8??? struggling to get the timing case off Im currently working in the engine bay so limited space
Not sure how many bolts are in the sump. Check the manual to be sure
Thank you
Where did you get the engine stand
Bought 2 engine stands and made it in to 1
Wat was de reden dat je de motor opnieuw wow reviseren en bouwen?
Controle conditie van de motor. Maar ik heb de drijfstangen en de kopbouten. En de zuiger veren gecapped Geupgrade voor de turbo installatie. Vermogen zal verdubbelen dus controle en het hebben van een goed basis is dan cruciaal
I have the 4.3 with 150K miles on it, and I got loud tappet noise, so I added Marvel Mystery Oil (I suppose this is "not the best oil" that you refer to) and eventually it went away, and I can see the carbon in the oil. But I know it swells rubber so now I want to get that stuff out of there before I get a new problem with those o-rings. So much oiling in these engines, even oil down the camshafts as well as under the pistons. It's really fine machinery, strong and lightweight, hope I can get another 150K out of mine.
Regular oil changes. Are really underestimated
Well done. You can do it 👍
😎👍🔧
awesome series for breaking the engine down. i love the video with the details most never tell you like the swelling o-rings etc. how would you reduce the compression ration then if the shorted connecting rods are not an option? as always thank you for your videos. Cheers
Thanks 👍 lower the CR can be done making the down in the piston. Bigger but this will make the piston weaker . So the top of the piston needs to be thick enough. But this engine is having a CR of 1:10 so running op e85 is also an option
@@JMSpeedshop I've seen on MBworld that the 55K heads have a larger cc combustion chamber (lower compression) than the 55NA heads. On the NA heads there is a raised area (kinda triangle shaped) near the intake valves that is not raised on the K heads.
Im not going to machine the heads for lower compression i have to do it with this but 1:10 cr will give me better flow in the combustion chamber then when lowering the cr ratio. And on e85 it is not a problem to have some higher cr ratio
@@JMSpeedshop E85 will definitely help.