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May 14, 2015 15:41:24 GMT
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Hey Pumpbandit ! Thanky a lot! Colour code is 473 "champagne metallic", only available until 9/'88, so pretty rare, especially on CE. Feel fee to share some pictures of your car, I think there need to be way more Disel-Coupés on the roads!  ------ Since it is fathers day today, I thought it would be nice to compare shafts. No, not what you'r thinking - shame on you! The W210 5spd. auto and W124 4spd auto prop shafts are the same lenght. With one difference: the center bearing position. But: it seems that thedifference in center bearing position equals the difference in the gearboxe's lenght (the 5spd. auto being longer of course). The centering bush and u-joint are the same; which menas the W210 prop shaft will fir the W124 differential, and the W124 center bearing will fit the W210 prop shaft. The W124 flex discs also fit the W210 prop, but are thinner. This basically means, I have two choices: get the W210 prop's rear piece shortened, or get the front piece of my allready shortened prop made shorter. The cost will be the same, either prop shaft will have to be shortened & re-balanced. But it's good to know that I have options here and the difference in flex disc thickness gives me extra room to fill or cut a few mm, leaving the slide joint fully engaged. Though I feel like using the much bigger W210 drive shaft, due to the higher amount of torque and 5th gear. And torque may increase later... *cought*   Fabulous!  Cheers, Jan |
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May 15, 2015 20:41:04 GMT
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I believe many of us are watching this space while we check prices for rusted 210's! Good luck!
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1986 Mercedes 200 (W124) (Standard and daily)
1976 Peugeot 404 1800 Stickshift (Standard - awaiting complete resto, engine done)
1984 Ford Cortina (P100) LDV - Cab and chassis restored, interior and glass not fitted, brand new 3 liter engine (last 110kw Sierra XR6 engine fitted and married to 5 speed Toyota Gearbox), load body needed.
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May 20, 2015 16:54:22 GMT
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I can't stand the pressure Speakin of which; before I start I need to repair my engine hoist. And redisgn it a bit to take this dirt cheap chinese 8 ton cylinder 37€ delivered. If it last's a couple of engine chnages I'm very happy! right now I need to bleed & re-fill the hydraulic cylinder every single time before I can use it. And it's barely adequate to lift a six-cylinder diesel with humongeous slush-box... I hope this one will do better.  Oh and - yepp. That blöödy rust bucket is still blocking the garage... Scrappy will only come next week (if I can't sell the remains untill then). Cheers, Jan |
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May 21, 2015 18:25:11 GMT
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And collected another important bit of the puzzle... That's gong to be fun to fit into the W124 instrument cluster   Cheers, Jan |
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May 23, 2015 10:20:19 GMT
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Being able to have all, or as many as possible, W210 instrument functions would obviously a huge bonus, but I guess a plan can be made to either install the monitoring facilities to make the W124 instruments work in the W210 environment?
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1986 Mercedes 200 (W124) (Standard and daily)
1976 Peugeot 404 1800 Stickshift (Standard - awaiting complete resto, engine done)
1984 Ford Cortina (P100) LDV - Cab and chassis restored, interior and glass not fitted, brand new 3 liter engine (last 110kw Sierra XR6 engine fitted and married to 5 speed Toyota Gearbox), load body needed.
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May 23, 2015 12:01:54 GMT
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To be honest as of now I have no clue how to get the speedo to work But I know that will NOT have a w210 speedo in my car  But; I now have a speedo that COULD work, since it's electric. The W210 is still blocking the garage, so I started to try if I can make use of this W126 speedo. At first it appeared that this would never fit... Neither does the speedo face of the W124 align with the W126 speedo.  However, after some work with a file and a saw, I had this. The speedo face needed some slight trimming with a file and tin snip. The speedo housing was shortened with the angle grinder & a saw. And, it lined up quite nicely:  However. The rev counter did not fit. I had to remove the plug (that's the red and green wire sticking out) at the back and cut away some of the metal backing plate to clear the much bigger speedo.  However, with a bit of hacking and filing and angle grinding and sawing - I got there at the end. Amazingly 3 of 4 bolt holes even line up and the outside temperature display also bolts - almost! - up!  Bit ugly from the rear, but what's important is on the front. So - let's turn it around, shall we?  Yepp. That'll do just fine. But it's still some work left to do, like shifting the shift marks (er...), a bit of wiring and a lot of cleaning and then some more cleaning. And I need to figure out a way to reset the day trip counter. Or I just leave it unresetable. I'm not using it anyway. But for now - I have a - theoretically - working electric speedo that cost me exactely 0€ Cheers, Jan |
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May 23, 2015 19:43:53 GMT
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Once again a miracle under construction! Hope you manage to make the different components "talk" to each other. Apparently quite a lot of figuring to do. Good luck!
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1986 Mercedes 200 (W124) (Standard and daily)
1976 Peugeot 404 1800 Stickshift (Standard - awaiting complete resto, engine done)
1984 Ford Cortina (P100) LDV - Cab and chassis restored, interior and glass not fitted, brand new 3 liter engine (last 110kw Sierra XR6 engine fitted and married to 5 speed Toyota Gearbox), load body needed.
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May 26, 2015 13:06:00 GMT
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Figureing out... Haha, oh well. I've done a couple of hours of phone calls lately (old-school Nokia's still got 50% battery :-P ), and - I have a plan. But that's of no concern right now. There are bigger issues to overcome, physical issues that can't be solved by wires. Like fitting the intercooler.  ^This will require a MASIVE re-construction of the whole radiator/AC-condenser & fan arrangement, the oil cooler duct is in the way and the list goes on. In short: nothing fits there. Though I'm positive that I can fit the W204 intercooler, it actually looks like it could be a better fit! I've not started cutting up the front end yet, because the car still needs to drive to it's final place - where the W210 turd is still sitting (collection is due to the end of the week). And then there'S the talking components thing. If my information is valid, the W124 engine reads the starter gear teeth for a speed-signal. The OM606 reads a position signal with 6 lobes. The ring gear is 153 lobes. With a bit of luck I have a solution here, though. The thing is; the W124 AC (and other components too I think) and rev counter need that TD/speed signal to work. Now - I need to chnag over the OM603 oil pan, because the W210 OM606 oil pan doesn't clear the anti roll bar. A V8 ARB apparently clears the 210 sump, but they'r expensive... And the W124 oil pan helps me solve the signal issue; this is the OM606 crank position sensor:  This is the OM603 speed sensor:  Both OM606 and OM603 ring gears count to 153 teeth. All the luck I need is that the sensor aligns with the OM606 ring gear - and that's my problem solved OM606 sensor for OM606 stuff, OM603 sensor for OM603/W124 stuff. Simples. Can't wait to get started on this... Cheers, Jan |
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brc76
RR Helper
Posts: 1,108 
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May 26, 2015 15:18:48 GMT
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Yeah, sounds very simple.  |
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May 26, 2015 21:48:00 GMT
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Yeah, sounds very simple. Famous last words! But, having said that, I really believe Jan can make anything work. And this is the one project I shall shamelessly copy! Maybe with a little acknowledgement plate in the engine bay! |
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1986 Mercedes 200 (W124) (Standard and daily)
1976 Peugeot 404 1800 Stickshift (Standard - awaiting complete resto, engine done)
1984 Ford Cortina (P100) LDV - Cab and chassis restored, interior and glass not fitted, brand new 3 liter engine (last 110kw Sierra XR6 engine fitted and married to 5 speed Toyota Gearbox), load body needed.
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Both OM606 and OM603 ring gears count to 153 teeth. All the luck I need is that the sensor aligns with the OM606 ring gear - and that's my problem solved OM606 sensor for OM606 stuff, OM603 sensor for OM603/W124 stuff. Simples. Hi Jan. The 603 sensor will read the 606 flywheel perfectly, it also works with the old manual flywheels too. |
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1988 Mercedes w124 superturbo diesel 508hp
1996 Mercedes s124 e300 diesel wagon
1990 BMW E30 V8 M60 powered!
1999 BMW E46 323ci project car
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May 28, 2015 13:20:29 GMT
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Thanks for confirming my assumption It appears that the OM606 flywheel is just the same old thing with just another trigger-ring welded on. Anyway; on our 1515km Taxi drive yesterday I collected another piece of the puzzle; a OM603 Turbo sump.  I had stupidly sold the sump from the spare engine; though this was cheaper than what I sold the other for and since I had to drive to Hamburg anyway... The reason I need this is that I may drop the OM603 into the Taxii's engine bay at a later date. IF I ever find an OK cylinder head. 'Cause, you know, there's yet another - undisclosed - plan for the OM603 engine... Cheers, Jan |
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May 28, 2015 14:41:11 GMT
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insania viel gluck |
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2001 HONDA CT110 (NOT RCV)
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Bought some AMG shift paddles...  But they will be very close to the cruise controll stalk which is at it's current position in the most ergonomic position. I don't think I'm going to fit them. But at 25€ for the pair it was worth a shot  Also bought a set of gaskets and thermostate for the engine...  Collection of the W210 remians is FINALLY sheduled for tomorrow. I hope it's going to happen. That's all. Not much, I know... And I don't have much time to make actuall progress any time soon. We'll see. Oh, and I also bought a nicely sized vice. It's not got anything to do with this build, but I must share it because it makes me horny! Been looking for one for ages - this was the one! With wide AND deep AND wide opening jaws! It's decades old, weighs a ton, I don't have a suitable fixing point for it - but who cares...  Cheers, Jan |
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Jun 10, 2015 18:48:09 GMT
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FINALLY!  Wait for it, wait for it...  ...aaand it's gone  Work may commence! Cheers, Jan |
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eurogranada
Europe
To tinker or not to tinker, that is the question...
Posts: 2,556
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Get to it then! I love these projects!
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Jun 13, 2015 16:47:53 GMT
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Your command is my wish, Sir! i started today by removing the bumper, as it needs to come off anyway. And this gave me a much clearer look at things, concerning the intercooler. I am very positive I can get the 204 intercooler to fit there.   I've ordered some squashed pipe to re-make the radiator mount. The old radiator-mounts, including the pipe, need to go. At the same time I want to maintain the fixing ponts for the lower engine cover & AC condenser. I MIGHT get away with a bumper that fits over the IC. I've not yet cut away the mounts, since - I don't know why. Hmm. Procrastinational habit I guess... But I had a looong look at how things are and took a lot of measurements with a ruler - it's going to be tricky! The OM603 oil pan will interfere with the boost pipe coming from the turbo. Either I need to remake it or find a way to move the alternator a bit higher. I guess I'll see where the intercooler intake will rest and then decide. Plan B is the OM606 oil pan with V8 sway bar. I have both options. Worst case I need to pull the engine once more... Next plan for today was to move the engine on some sort of stands and chnage the oil pan. At this point I realised that I have a 603 Turbo oil pump - but it has almost done 500.000km. The one I know for about 40.000km which has done half the milage - is still in the old engine. So - quick change of plans. Rearanged the OM606 and the old spare 4-spd Turbo gearbox to have room to put the OM603 next to it, once removed. See, logistics is what it's all about!  Funnily enough, the engine hoist appears to have stopped leaking and works flawless... Maybe mineralic hydraulic oil is what it likes, instaed of waste ATF Anyway. Had a little moment when I shoved the 4-spd. gearbox past the new power train...  Can you see it? No, you can't. The camera is playing tricks on us. Lets have a more upright look:  Um - could it be that......? Why yes, it certainly appears to be the almost same lenght as the 5-spd... If this turns out to be true - I might not even need a new prop shaft! I need to carefully measure both gearboxes up with some more accurate methods, but it looks to be within 1.5cm difference! And then I thought I'd better sort my nuts. And bolts. And that took the rest of the day. I will need the one or other bolt or nut during the engine conversion, and I was fed up with going through 6 boxes of mixed bolts, nuts, washers and what not. I procrastinated this long enough. It's still a little chaotic, but a little less than it was before. Will save a lot of time. And that's it. Maaaybe I start removing the engine tomorrow. Maybe not. Cheers, Jan |
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Jun 13, 2015 21:40:25 GMT
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Still extremely intrigued by this latest build/conversion and envious of your engineering skills!
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1986 Mercedes 200 (W124) (Standard and daily)
1976 Peugeot 404 1800 Stickshift (Standard - awaiting complete resto, engine done)
1984 Ford Cortina (P100) LDV - Cab and chassis restored, interior and glass not fitted, brand new 3 liter engine (last 110kw Sierra XR6 engine fitted and married to 5 speed Toyota Gearbox), load body needed.
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Jun 14, 2015 15:39:15 GMT
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Cleand up the engine mounts today. One is a bit less shiney, it's from a different engine. But - I had to use it!  Can you spot it? No?  Yeah!! AMG!!! Gonna make it at least 3x faster!! Ok, no - it will not. But I hope it will increase the live of the engine mount, 'cause this engine mount comes with a much bigger heat shield. The stock one is smaler. Thouhght this would be nice to have, since the down pipe seems to sit a little closer to the engine mount than on the OM603. That's all Cheers, Jan |
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Jun 20, 2015 12:18:39 GMT
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Today i got creative and made a little CAD...  With this I confirmed my assumptions - and then took a brave pill and bolted a 1mm cutting disc to the angle grinder. No going back from now - and so I cut away everything in the way, the radiator mounts and the tow hook. The latter will need redisigning and some progressive thinking, it's mandatory. And last but not least not totaly unneccesary or impractical...  And... well, that's not looking too bad realy. But the bumper is narrow, very narrow!  Now I started to sweat and got a bit nervous. But I took another brave pill and a coffee - and tried the bumper on.  I'll be danged!!! Perfect (the radiator hoop will be removed anyway):  Perfect:  And - WHAT THE HELL!?!? Have I found a secret W124 prototype intercooler or what!? Christ on a bike! How awesome is this??  Not does it fit like a glove, it slots right in and sits like it was made to fit a W124!!!! That's quite a bit incredible! That's my worst nightmare - almost - solved. The hoop holding the oil cooler will need a little re-design, stuff needs a bit trimming here and there, I need to come up with a radiator-mount similar to the 190E 2.6 or 500E and last but not least I need to find some suitable hoses to connect the intercooler. The W210 ones are a wee bit too smal. And I need to re-make the oil cooler cowling, create a intercooler cowling of some sort. But that's all bolt-on stuff, the utter most important thing right now is that the intercooler fits with an unmolested std. front bumper! And this was all but expected, to be honest!! I didn't think the big W204 intercooler would fit, but I thought if this doesn't fit by some amount, the W210 intercooler will fit definately. So - the W204 intercooler it is! Very blöödy well chuffed with that! Oh - and I need a different AC-fan, had to sacrifice the old one to fit the IC But I think the later twin-fans will fit with some cutting Cheers, Jan |
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