So... I had the sump pan off my 220k mile 600 this afternoon (it had cracked and was leaking).
The job went really well until I went to dispose the oil of the old sump and I noticed some hard solid chucks of rubber floating in the oil.
These were the largest bits but there's a fair amount still floating in the sump.
My first thought is the oil pump oil ring issue seen on e55ks, but wishful thinking has me hoping for another (considerably cheaper/easier to repair) answer.
I think those are pieces of the rubber dampeners from the timing chain drive gear(s). I'm not overly familiar with that engine, try a Google image search. Probably not a big deal if that's where it's from.
I think those are pieces of the rubber dampeners from the timing chain drive gear(s). I'm not overly familiar with that engine, try a Google image search. Probably not a big deal if that's where it's from.
Hmm, interesting.
The O Ring I was thinking of in the M113 (0279973848) is different on the M275 (0279973948) and doesn't have the tab as shown with my debris.There is another O Ring showing on the oil pump, but with no pictures available I'm gonna order it and see if it has the tab.
Your explanation makes a lot of sense - Enough sense for me to consider the route of blissful ignorance (and maybe keeping my 220 that could act as a donor car for a LITTLE while longer, LOL )
Check out these pics from another 275 thread where the engine jumped time, luckily not from those rubber pieces. It's the only pics I could find of the sprocket in question.
That is the main crankshaft bearing that shot out into the timing gear causing the chain to jump teeth and bend the valves, apparently!
That was my disaster. She had squeaked as a noisy drive belt. Replaced the serp belt and bearings for accessory drive.
Lit her up... Sounded good. Go for test drive... Made it 100' when it quit. Cranked slowly. Towed back into the shop.
Borescope revealed that exhaust valves met pistons. Front main bearing had spun in it's bore. I always gave her Mobil-1 and changed on time. Jay and I had recently done one of those very amusing drives that included much savagery. Never got beyond pulling the timing cover. The dead lump went to the recycler last week. Replacement runs great. Burns no oil. It was a treat to replace.
That was my disaster. She had squeaked as a noisy drive belt. Replaced the serp belt and bearings for accessory drive.
Lit her up... Sounded good. Go for test drive... Made it 100' when it quit. Cranked slowly. Towed back into the shop.
Borescope revealed that exhaust valves met pistons. Front main bearing had spun in it's bore. I always gave her Mobil-1 and changed on time. Jay and I had recently done one of those very amusing drives that included much savagery. Never got beyond pulling the timing cover. The dead lump went to the recycler last week. Replacement runs great. Burns no oil. It was a treat to replace.
I'm the lottery winner.... Or so I'm told with this failure. 69,000 miles if failing memory serves.
I can't help but wonder if I'm but one of precious few who thrash it hard enough to find the weak spot. How is thrust handled with this crankshaft?
Let's be straight.... The majority of those who purchase these cars (new) are octogenarians who are loath to try out what she can do.
I'm good to my cars so far as maintenance and never thrash on her before the oil is to temperature but haven't managed 20,000 miles to a set of tires yet.... I also live in close enough proximity to roads that let me find the limiter with regularity. Soooo much more to life then good fuel economy!
I had a 2015 mini countryman (48k miles) that blew its motor cruising at 70mph (2k rpm) the rod snapped and put a hole through the block. That was supposed to be my backup vehicle to my 175k miles 04 sl600. There's nothing like being a lottery winner. But i rather it be that car then the other.
Slideshow: A one-of-one U.S.-spec Mercedes-Benz SLR McLaren Roadster became even rarer after a factory-backed transformation at McLaren's headquarters.
)
