 | Fel-Pro PS12420R Push Rod Set |
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Fel-Pro PS12420R Push Rod Set
 | Fel-Pro His9724Pt1 Head Installation Set |
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Fel-Pro His9724Pt1 Head Installation Set
 | Fel-Pro 17160 Conversion Set |
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Prevent Oil Leaks With Your Functional Mercedes Valve Cover Gasket |
If you are a Benz owner, you might as well sit back and feel every bit of it. One thing that can prevent you from doing so is a leaky engine. One source of an engine leak may be a problem in the valve cover gasket.
Your Mercedes valve cover gasket works as a seal between the cover and the engine to prevent oil from flowing out. At the same time, it keeps dust and debris out of the engine.
Different engines may have up to four valve cover gaskets. A valve cover gasket can be made of rubber, cork or silicone. Although rubber and cork are much cheaper, silicone is proven to be the most durable when it come to sealing purposes. The gasket usually sits beneath the valve cover, which is the metal lid that sits on top of the cylinder head on most cars.
Your Mercedes valve cover gasket may become saturated throughout time and therefore may cause a leak. Saturation may be caused by build-ups that really depend on how often you have your oil changed. The most common kinds of build-up you'll see are carbon, dirt, debris and old-gasket residue. Symptoms of a leaking valve cover gasket would be an oil leak down the cylinder head of the engine. You can check for the presence of oil on top of the cylinder head and near the spark-plug connections. The rubber gasket sits beneath the valve cover -- the metal lid that sits on top of the cylinder head on most cars.
You should replace your Mercedes valve cover gasket if it's already leaking. It's a relatively simple job but it really needs a great deal of attention too. Before plunging in, prepare a few tools, new gaskets, and a gasket adhesive.
Before anything else, it is important to let your engine cool off first before starting the task. First, disconnect the negative terminal from the battery. Second, remove the PCV valve and the breather hoses with a firm grip. While doing this, you may also want to disconnect any electrical connectors near the rear of the crankcase. Third, remove the bolts securing the valve cover. Fourth, disconnect any tubing that may still be connected and carefully remove the cover. Clean the cover completely no matter how saturated it is, do this with utmost caution. Fifth, install the gasket into the cover. Sixth, apply a sealant to the corners where the camshaft bearing caps and crankshaft angle sensor cap meet the cylinder head. Seventh, tighten the bolts, you may need further instructions in doing this step. Eight, reconnect all electrical wiring and battery. And finally, check if there are still leaks by running your engine and if there's none, then you're ready to go.
Charlotte Reed is a writing hobbyist and a Mercedes Benz Enthusiast. For more about Mercedes Valve Cover Gaskets, kindly visit: http://www.mbpartswarehouse.com/mercedes_valvecovergasket.html
Copyright 2007 Mercedes Parts Warehouse
Article Source: http://EzineArticles.com/?expert=Mary_Charlotte_Reed
This is a list of sensors sorted by sensor type.
 | Alltrade 648827 10mm 7-1/2-Inch Jam Nut Valve Adjustment Tool |
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From the Manufacturer
Powerbuilt? 10mm Jam Nut Valve Adjustment Tool
awesome!
This tools makes adjusting valves CAKE. This was the first time I have ever done a valve adjustment on my GSR motor. Very simple. Why pay $50 for the snap-on tool, when you can get this tool for $12.
Gets the job done
This tool works quite well on the Integra GSR DOHC VTEC valve lash jam nuts. It is certainly easier than using a seperate screwdriver and wrench. It is well worth the price.
Does what it should
Used this tool for adjusting the valve lash on my B18c5 Honda motor. The tool is quick and easy to use. Other tools use 2 separate pieces (that could wander apart) and you still need to supply a wrench. This is a one piece solition. A valve adjustment at the shop costs about 100 bucks. It paid for itself many times already.
Air flow meters are also referred to as mass air flow meters, abbreviated MAF.
Contents[hide] |
An air flow meter is used in some cars to measure the quantity of air going to the engine. All modern electronically controlled Diesel engines use air flow meter as it is the only possible means of determining the air intake for them. In the case of a gasoline engine the electronic control unit then calculates how much fuel is needed to inject into the cylinder ports. In the diesel engine the ecu meters the fuel through the injectors into the engines cylinders during the compression stroke.
The vane (flap) type air flow meters (Bosch L-Jetronic and early Motronic EFI systems or Hitachi) actually measure air volume, whereas the later "hot wire" and "hot film" air flow meters measure speed of air flow.
The flap type meter includes a spring which returns the internal flap to the initial position. Sometimes if the spring is tensioned too tight, it can cause restrict the incoming air and it would cause the intake air speed to increase when not opened fully.
Differential pressure is also used for air flow measurement purposes.
Air flow meters may fail or wear out. When this happens, engine performance will often decrease significantly, engine emissions will be greatly increased, and usually the Malfunction Indicator Lamp will light. In most places in the United States where emissions inspections are obligatory, a lit MIL is cause for a vehicle to fail the inspection. Some engines do not idle with an air flow meter failure.
In the development process of combustion engines with engine test stands an air flow meter/air flow measuring unit is used for measuring the continuous gravimetric air consumption of combustion engines.
 | Combustion Leak Detector |
| List Price: | $81.90 |
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Features: Fast and accurate method to test for combustion gas leaks in: head gaskets, cylinder heads, and engine blocks. • Positive proof that a leak is present when tester fluid changes color. • Works on gasoline and diesel engines.
 | Bar's Leaks 1100 Head Gasket Repair - 20 Oz. |
| List Price: | $11.98 |
| Price: | $5.00 |
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BAR-1100
An air flow bench is a device used for testing the internal aerodynamic qualities of an engine component and is related to the more familiar wind tunnel.
Used primarily for testing the intake and exhaust ports of cylinder heads of internal combustion engines. It is also used to test the flow capabilities of any component such as air filters, carburetors, manifolds or any other part that is required to flow gas. It is one of the primary tools of high performance engine builders and porting cylinder heads would be strictly hit or miss without it.
A flow bench consists of an air pump of some sort, a metering element, pressure and temperature measuring instruments such as manometers, and various controls. The test piece is attached in series with the pump and measuring element and air is pumped through the whole system. Therefore all the air passing through the metering element also passes through the test piece. Because the flow through the metering element is known and the flow through the test piece is the same, it is also known.
Contents[hide] |
The pump used must be able to deliver the volume required at the pressure required. Most flow testing is done at 10 and 28 inches of water pressure (2.5 to 7 kilopascals). Although other test pressures will work, the results would have to be converted for comparison to the work of others. The pressure developed must account for the test pressure plus the loss across the metering element plus all other system losses. The greater the accuracy of the metering element the greater is the loss. Flow volume of between 100 and 600 cubic feet per minute (0.05 to 0.28 m³/s) would serve almost all applications depending on the size of the engine under test.
Any type of pump that can deliver the required pressure difference and flow volume can be used. Most often used is the centrifugal dynamic type, which is familiar to most as a vacuum cleaner. Multistaged axial-flow fan types and positive displacement types (piston and rotary) could also be used with suitable provisions for dampening the pulsations. The pressure ratio of a single fan blade is too low and cannot be used.
There are several possible types of metering element in use. Flow benches ordinarily use three types: orifice plate, venturi meter and pitot/static tube, all of which deliver similar accuracy. Most commercial machines use orifice plates due to their simple construction. Although the venturi offers substantial improvements in efficiency, its cost is higher
Air flow conditions must be measured at two locations, across the test piece and across the metering element. The pressure difference across the test piece allows the standardization of tests from one to another. The pressure across the metering element allows calculation of the actual flow through the whole system.
The pressure across the test piece is typically measured with a U tube manometer while, for increased sensitivity and accuracy, the pressure difference across the metering element is measured with an inclined manometer. One end of each manometer is connected to its respective plenum chamber while the other is open to the atmosphere.
Ordinarily all flow bench manometers measure in inches of water although the inclined manometer's scale is usually replaced with a logarithmic scale reading in percentage of total flow of the selected metering element which makes flow calculation simpler.
Temperature must also be accounted for because the air pump will heat the air passing through it making the air down stream of it less dense and more viscous. This difference must be corrected for. Temperature is measured at the test piece plenum and at the metering element plenum. Correction factors are then applied during flow calculations. Some flow bench designs place the air pump after the metering element so that heating by the air pump is not as large a concern.
Additional manometers can be installed for use with hand held probes, which are used to explore local flow conditions in the port.
The air flow bench can give a wealth of data about the characteristics of a cylinder head or whatever part is tested.
The result of main interest is bulk flow. It is the volume of air that flows through the port in a given time. Expressed in cubic feet per minute or cubic meters per second/minute.
Valve lift can be expressed as an actual dimension in decimal inches or mm. It can also be specified as a ratio between a characteristic diameter and the lift L/D. Most often used is the valve head diameter. Normally engines have an L/D ratio from 0 up to a maximum of .35. For example a 1 inch diameter valve would be lifted a maximum of 0.350 inch. During flow testing the valve would be set at L/D .05 .1 .15 .2 .25 .3 and readings taken successively. This allows the comparison of efficiencies of ports with other valve sizes, as the valve lift is proportional rather than absolute. For comparison with tests by others the characteristic diameter used to determine lift must be the same.
Flow coefficients are determined by comparing the actual flow of a test piece to the theoretical flow of a perfect orifice of equal area. Thus the flow coefficient should be a close measure of efficiency. It cannot be exact because the L/D does not indicate the actual minimum size of the duct.
An orifice with a flow coefficient of .59 would flow the same amount of fluid as a perfect orifice with 59% of its area or 59% of the flow of a perfect orifice with the same area (orifice plates of the type shown would have a coefficient of between .58 and .62 depending on the precise details of construction and the surrounding installation).
Valve/port coefficient is non dimensional and is derived by multiplying a characteristic physical area of the port and by the bulk flow figures and comparing the result to an ideal orifice of the same area. It is here that air flow bench norms differ from fluid dynamics or aerodynamics at large. The coefficient may be based on the inner valve seat diameter, the outer valve head diameter, the port throat area or the valve open curtain area. Each of these methods are valid for some purpose but none of them represents the true minimum area for the valve/port in question and each results in a different flow coefficient. The great difficulty of measuring the actual minimum area at all the various valve lifts precludes using this as a characterisc measurement. This is due to the minimum area changing shape and location throughout the lift cycle. Because of this non standardization, port flow coefficients are not "true" flow coefficients, which would be based on the actual minimum area in the flow path. Which method to choose depends on what use is intended for the data. Engine simulation applications each require their own specification. If the result is to be compared to the work of others then the same method would have to be selected.
Using extra instrumentation (manometers and probes) the detailed flow through the port can be mapped by measuring multiple points within the port with probes. Using these tools, the velocity profile throughout the port can be mapped which gives insight into what the port is doing and what might be done to improve it.
Of less interest is mass flow per minute or second since the test is not of a running engine which would be affected by it. It is the weight of air that flows through the port in a given time. Expressed in pounds per minute/hour or kilograms per second/minute. Mass flow is derived from the volume flow result to which a density correction is applied.
With the information gathered on the flow bench, engine power curve and system dynamics can be roughly estimated by applying various formulae. With the advent of accurate engine simulation software, however, it is much more useful to use flow data to create an engine model for a simulator.
Determining air velocity is a useful part of flow testing. It is calculated as follows:
For one set of English units
Where:
For SI units
Where:
This represents the highest speed of the air in the flow path, at or near the section of minimum area (through the valve seat at low values of L/D for instance).
Once velocity has been calculated, the volume can be calculated by multiplying the velocity by the orifice area times its flow coefficient.
A flow bench is capable of giving flow data which is closely but not perfectly related to actual engine performance. There are a number of limiting factors which contribute to the discrepancy.
A flow bench tests ports under a steady pressure difference while in the actual engine the pressure difference varies widely during the whole cycle. The exact flow conditions existing in the flow bench test exist only fleetingly if at all in an actual running engine. Running engines cause the air to flow in strong waves rather than the steady stream of the flow bench. This acceleration/deceleration of the fuel/air column causes effects not accounted for in flow bench tests.
This graph, generated with an engine simulation program, shows how widely the pressures vary in a running engine vs. the steady test pressure of the flow bench.
(Note, on the graph, that, in this case, when the intake valve opens, the cylinder pressure is above atmospheric (nearly 50% above or 1.5 bar or 150 kPa). This will cause reverse flow into the intake port until pressure in the cylinder falls below the ports pressure).
The coefficient of the port may change somewhat at different pressure differentials due to changes in Reynolds number regime leading to a possible loss of dynamic similitude. Flow bench test pressure are typically conducted at 10 to 28 inches of water (2.5 to 7 kPa) while a real engine may see 190 inches of water (47 kPa) pressure difference.
The flow bench tests using only air while a real engine usually uses air mixed with fuel droplets and fuel vapor, which is significantly different. Evaporating fuel passing through the port-runner has the effect of adding gas to and lowering the temperature of the air stream along the runner and giving the outlet flow rate slightly higher than the flow rate entering the port-runner. A port which flows dry air well might cause fuel droplets to fall out of suspension causing a loss of power not indicated by flow figures alone.
Large ports and valves can show high flow rates on a flow bench but the velocity can be lowered to the point that the gas dynamics of a real engine are ruined. Overly large ports also contribute to fuel fall out.
A running engine is much hotter than room temperature and the temperature in various parts of the system vary widely. This affects the actual flow, fuel effects as well as the dynamic wave effects in the engine which do not exist on the flow bench.
The proximity, shape and movement of the piston as well as the movement of the valve itself significantly alters the flow conditions in a real engine that do not exist in flow bench tests.
The flow simulated on a flow bench bears almost no similarity to the flow in a real exhaust port. Here even the coefficients measured on flow benches are inaccurate. This is due to the very high and wide ranging pressures and temperatures. From the graph above it can be seen that the pressure in the port reaches 2.5 bar (250 kPa) and the cylinder pressure at opening is 6 bar (600 kPa) and more. This is many times more than the capabilities of a typical flow bench of 0.06 bar (6 kPa).
The flow in a real exhaust port can easily be sonic with choked flow occurring and even supersonic flow in areas. The very high temperature causes the viscosity of the gas to increase, all of which alters the Reynolds number drastically.
Added to the above is the profound effect that downstream elements have on the flow of the exhaust port. Far more than upstream elements found on the intake side.
It is for these reasons that most published information on exhaust port flow is vague. Particularly when concerning how much flow would be required in any given situation. Often quoted is that the exhaust should flow 60% of intake flow but this is only crude guesswork.
In spite of its limitations the flow bench, in skilled hands, still provides an excellent source of information to guide the engine designer/builder in deciding which modifications to apply to the ports and other components. They are also essential to provide accurate port flow coefficient data that is required for the use of engine simulation software. Together, the air flow bench and engine simulation software provide a powerful microscope to examine the detailed inner workings of running engines. Details which are impossible to view any other way.
Air flow benches are relatively inexpensive to buy and it is fairly simple to build a scientifically valid instrument for home use.
Testing is done on an engine which is not running, and normally with the tested cylinder at top dead center, although testing can be done at other points in the compression and power stroke. Pressure is fed into a cylinder via the spark plug hole and the flow, which represents any leakage from the cylinder, is measured.
Leakage is given in wholly arbitrary percentages but these “percentages” do not relate to any actual quantity or real dimension. The meaning of the readings is only relative to other tests done with the same design of tester. Leak-down readings of up to 20% are usually acceptable while greater than that requires a repair. Racing engines would be in the 1-10% range for top performance.
In the United States, FAA specifications[1] state that engines up to 1,000 cu in (16 L) displacement require a 0.040 in (1.0 mm) orifice diameter, 0.250 in (6.4 mm) long, 60-degree approach angle. The input pressure is set for 80 psi (550 kPa), and 60 psi (410 kPa) minimum cylinder pressure is the accepted standard.
While the leak-down tester pressurizes the cylinder, the mechanic can listen to various parts to determine where any leak may originate. For example, a leaking exhaust valve will make a hissing noise in the exhaust pipe while a head gasket may cause bubbling in the cooling system.
A leak-down tester is essentially a miniature flow meter similar in concept to an air flow bench. The measuring element is the restriction orifice and the leakage in the engine is compared to the flow of this orifice. There will be a pressure drop across the orifice and another across whatever leaks in the engine. Since the meter and engine are connected in series, the flow is the same across both. (For example: If the meter was unconnected so that all the air escapes then the reading would be 0 or 100% leakage. Conversely, if there is no leakage there will be no pressure drop across either the orifice nor the leak, giving a reading of 100 or 0% leakage).
Gage meter faces can be numbered 0-100 or 100-0, indicating either 0% at full pressure or 100% at full pressure.
There is no standard regarding the size of the restriction orifice for non-aviation use and that is what leads to differences in readings between leak-down testers generally available from different manufacturers. Most often quoted though is a restriction with a .040in. hole drilled in it.(Some poorly designed units do not include a restriction orifice at all, relying on the internal restriction of the regulator. A very unstable standard.). In addition, large engines and small engines will be measured in exactly the same way (compared to the same orifice) but a small leak in a large engine would be a large leak in a small engine. A locomotive engine which gives a leak-down of 10% on a leak-down tester is virtually perfectly sealed while the same tester giving a 10% reading on a model airplane engine indicates a catastrophic leak. The non standard size of the restriction orifice determines the reading which therefore differs for each design.
Some manufacturers use only a single gauge. In these instruments maintaining the input pressure is (hopefully) maintained automatically by the pressure regulator alone. Any error in the input pressure will produce a corresponding error in the reading.
In instruments with two gauges the operator manually resets the pressure to 100 after connection to the engine guaranteeing consistent input pressure and greater accuracy.
Most instruments use 100 psi (690 kPa) as the input pressure simply because ordinary 100psi gauges can be used which corresponds to 100% but there is no necessity for that pressure beyond that. Any pressure above 15 psi (100 kPa) will function just as well for measurement purposes although the sound of leaks will not be quite as loud. An engine pressurized to 100psi must be locked at exactly top dead center or it will rotate under the pressure. This presents a serious danger to the operator. Using less pressure is less dangerous and opens the possibility to test at positions other than top dead center.
Due to the simple construction, many mechanics build their own testers and those instruments function perfectly well.
How To Save Big Money On Repairs And Auto Parts |
First off is routine maintenance. Routine maintenance consists of items like oil changes, tire rotations, and similar. Oil changes are a must at every 4000 to 5000 miles for most every car. Do not go by what your dealer says. They want to rev up your maintenance plan and have you doing more than is required. Instead, use your owners manual. If your car didn't come with one, than buy one off of Ebay. The owners manual will give you exact recommendations for every service and when and what should be done. For oil changes use Walmart. They charge around $15 for a oil and filter change and will lube your chassis at the same time. They will also check your tires and change your air filter if you desire or need it. They have the best service for the lowest price and at $15 its better to have them do it than do it yourself. Expect to pay twice this at a new car dealer.
It is also a good idea to check your tire pressure at every gas fill up. A tire pressure gauge can be purchased at Walmart or any auto parts store for a few dollars. Proper tire pressure will prolong the usefulness of your tires and help ensure better fuel economy. To most people a under inflated tire is pretty obvious, but a over inflated tire can be just as dangerous as it can lead to blowouts and loss of traction especially in wet conditions (hydroplaning). Also, check your tires for nails, punctures, slashes, anything that could be wrong with it. If you need new tires, be sure to shop around and avoid the new car dealer as they will have a huge markup on them. For instance, 1 ZR Goodyear tire for a 2002 Ford Mustang GT was $289. The same ZR tire with a different make (Kumho) was $100 installed and balanced (the $289 at the dealer did not include installation or balancing. Shop around and look at discount stores. Also look at Costco, Sams club and BJ's for tires. If you have an older car and don't care about matching the exact style you can always go to your local junk yard and buy an entire set for dirt cheap. You would be amavzed at what you might find there. A friend of mine picked up 4 tires for a 1999 corvette for $150 and the tires only had maybe 10,000 miles on them if that.
Lights and lighting on your car are an item that is routinely overlooked. If your lights are dim you could have a battery charge, alternator or dim, cloudy lenses. These are all easy to fix. A battery should be checked for its ability to hold charge at least once a year (more in extremely cold climates). An alternator can be replaced very easily, or if you don't feel comfortable a local mechanic can do it. Do not do this at a new car dealer as they will charge at least 300% more. A good tip is to go and buy the part at your local auto parts store and then inquire with the counter clerk as to a mechanic that they recommend to install it. You will save a lot and it will be professionally done. They will probably even come to your house to do it. As to your headlights, turn on your lights. If they are dim, is it the bulb or cloudy lenses? If it is the bulb, the cheapest replacements can be found at Walmart or on Ebay. It is recommended you go with brighter Xeon bulbs as they are only a few dollars more and increase brightness and night visibility by over 20 percent. If it is cloudy headlights there is a new headlight repair and restoration kit that will restore the lenses to new. This will save you big over replacement as the average plastic automotive lens costs $250 to replace.
Checking your fluid levels routinely is a good idea. A lot of cars now will do this for you and will even alert you to when it is time to perform a certain service. It takes 2 minutes to unscrew the oil cap and pull out the dipstick. On older cars you should also look under the cap. Is the oil really dirty, sludge like, or have white in it? These all indicate something needs to be done. The first two mean it is in dire need of an oil change. The latter with the whiteness or light chocolate look means you have a blown head gasket and coolant is leaking into the engine. That is really bad and requires major repairs and can be the result of running a car too hot. Fill all fluids to the fuel full line or indicator. By routinely checking your cars fluid levels you will be ahead of the game and keep your car running better and for much longer.
Another great idea to keep service costs to a minimum and save you big at the same time is to buy 1 to 3 year old used cars with around 30,000 miles on them. Then drive them until you get 100,000 miles on it and replace it. Most major repairs rarely occur before 100,000 miles with proper routine maintenance. Use and follow your owners manual. It was written by the ultimate expert, the people who built, designed and tested your car.
For more great information, tips, safety and money saving products please visit: buy headlight restoration, headlights and headlight polish
 | Victor Reinz Catalytic Converter Gasket |
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Victor Reinz Cat. Converter Gasket; 1989-1990 Audi 100, L5 2.3L, AT; 1989-1991 Audi 200, L5 2.2L, AT; 1980-1983 Audi 5000, Turbo; 1984 Audi 5000 S Turbo; 1985 Audi 5000; 1985 Audi 5000 S Turbo; 1985 Audi 5000 S; 1986-1988 Audi 5000
 | Mr. Gasket 6120 Pro Degree Wheel |
| List Price: | $42.63 |
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This wheel has an 11" diameter, is made of aluminum, and has color-coded scales and exhaust and intake centerline areas for instant readouts. The universal design uses the harmonic-balancer bolt to mount on the engine and is also designed to work well on any engine equipped with a roots-style supercharger. It reads the same as the camshaft spec card and fits many blowers.
