 | Fel-Pro PS12420R Push Rod Set |
| List Price: | $14.30 |
| Price: | $7.99 |
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Fel-Pro PS12420R Push Rod Set
 | Fel-Pro His9724Pt1 Head Installation Set |
| Price: | $120.82 & eligible for FREE Super Saver Shipping on orders over $25. Details |
Availability: Usually ships in 2 to 3 days
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Fel-Pro His9724Pt1 Head Installation Set
 | Fel-Pro 17160 Conversion Set |
| List Price: | $67.18 |
| Price: | $52.33 & eligible for FREE Super Saver Shipping on orders over $25. Details |
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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 |
| Price: | $12.99 & eligible for FREE Super Saver Shipping on orders over $25. Details |
Availability: Usually ships in 24 hours
Ships from and sold by Amazon.com
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.
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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 |
| Price: | $59.95 |
Availability: Usually ships in 1-2 business days
Ships from and sold by Automotive Specialty Tools, Inc
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 |
Availability: Usually ships in 1-2 business days
Ships from and sold by ProMax Supply
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.
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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.
