Is my head gasket blown?

[rgafitanu@gmail.com]

I investigated it further. It appears that the foam is only in the dipstick tube, below in the pan the oil is clean as everywhere else on top of the cylinder head. I am getting prepared to do a leak down test anyway and as I am leaving town for 5 days I will pull the plugs to see if the coolant leaks in the cylinders.

[Benz Dr.]

If you have an early 230SL that condition is fairly common and not too much to worry about.

[rgafitanu@gmail.com]

Thank you Dan, I read more threads about this and it appears to be just moisture. I think it's an early 230 considering that it has the dipstick with a filter (S# 127-981-10-003669). I found the valve cover breather tube having water most of the time so I may tee it into the brake servo tube to force the blow by's into the intake. Or maybe I will tee a small orifice/tube from the lowest point of the tube to drain the water.
Now that I look at the engine number I realize that the donor was a manual for my 250SE automatic. I hope the flywheel is the correct one, what other differences between manual and automatic engine that I should be checking?

Radu

[rgafitanu@gmail.com]

One year after the head rebuild. I didn't take a compression reading then so I do not have anything to compare. My readings yesterday were:
Cylinder 1 - 140 PSI
Cylinder 2 - 120 PSI
Cylinder 3 - 120 PSI
Cylinder 4 - 120 PSI
Cylinder 5 - 135 PSI
Cylinder 6 - 140 PSI
Although the difference between the extremity cylinders and the middle cylinders is borderline, am I correct in assuming that it is the result of milling (probably twice in its lifetime) the head and thus reducing the outside combustion chambers?

Thank you,
Radu

[Benz Dr.]

I find it odd that you would have pinging problems with compression numbers like that while running at 35 degrees BTDC. Those are pretty low compression numbers. You might want to try a different compression gauge just to verify those readings.

[rgafitanu@gmail.com]

I will try another gauge. Anyway, just recently, realizing that it's running rich I started leaning it via a M12 bolt and lock nut in the BC hole. I knew it was getting leaner by checking the split linkage and I also had to increase the IP idle screw every time to maintain idle mixture. I am not sure if i am in the optimal 13-14-13 AFR numbers since I don't have a gauge but the split linkage tells me I'm good @ 2000rpm. However, while leaning out the mixture, the pinging disappeared and right now I am 40 BTDC @ 3000 rpm and it will not ping even when I floor it in 4 gear uphill. It's kinda' sluggish though.

[Benz Dr.]

Sounds like you're getting closer but I think it's low compression that's the problem.

[rgafitanu@gmail.com]

I tried a new gauge and the first 4 cylinders had the same pressures. At the fifth the compression gauge decided to let go of the ghost, I will have to clean or get new Schrader valves because it doesn't hold anymore.
So I guess I am heading towards a M117 transplant. A member here has done that to his W111 and if my 2.3 may fail I might as well go bigger.