Very nice - looking forward to seeing it on Sunday!
Mercedes W114 250 Coupe - help!
- Thread starter Charles Morgan
- Start date
grober
MB Master
See you are retaining flexible connections for the injectors to fuel rail - sound. 
Ignition amp?? difficult to say without more pictures from a different angle.
LOOKIN GOOD.
Ignition amp?? difficult to say without more pictures from a different angle.LOOKIN GOOD.
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Charles Morgan
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Those are the old injectors, we've left them in pro-tem. The new ones will be fitted directly into the rail.
The UBO is in fact a set of Ford EDIS coilpacks. Watch this space.
The UBO is in fact a set of Ford EDIS coilpacks. Watch this space.
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Charles Morgan
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grober
MB Master
By way of interlude a short profile of Paul Bracq the designer of the W114 among many other Classic Mercedes. A Frenchman he was also supposed to have worked on the design of the first French high speed TGV [Train à Grande Vitesse]!
Frenchman Paul Bracq Responsible for Many Classic German Cars - Petrolicious
Paul Bracq the designer of the W114 among many other Classic Mercedes. A Frenchman he was also supposed to have worked on the design of the first French high speed TGV [Train à Grande Vitesse]!Frenchman Paul Bracq Responsible for Many Classic German Cars - Petrolicious
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WDB124066
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...
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Charles Morgan
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brucemillar
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Looking great Charles.
Sent from my iPhone using MBClub UK
Sent from my iPhone using MBClub UK
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Charles Morgan
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With the wings off the car looks less advanced than the avatar, but I'll have a look tomorrow at an update.
Been very busy on the extraefi.co.uk website understanding the wiring loom. It's now at a really fascinating stage of integrating the MS2 with the original bits and getting all wired in. Wideband Lambda arrived today too.
Been very busy on the extraefi.co.uk website understanding the wiring loom. It's now at a really fascinating stage of integrating the MS2 with the original bits and getting all wired in. Wideband Lambda arrived today too.
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Fascinating, I agree.
I have never before witnessed a car restoration conducted as this one. All the planning in advance then an absolute blitz bringing it all together. And options for a later date (eg auto) all factored in. Impressive doesn't do it justice.
I have never before witnessed a car restoration conducted as this one. All the planning in advance then an absolute blitz bringing it all together. And options for a later date (eg auto) all factored in. Impressive doesn't do it justice.
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Charles Morgan
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It's certainly not a normal restoration project. My involvement is way more than normal (the normal role of a restoration client characterised by my late friend Richard as being to "send more money"), and that's entirely due to a longstanding relationship with Simeon which is way more indulgent than 99% of restorers would allow.
Being able to spend a lot of time there has really built my relationship with the technicians that a normal (sensible) client just wouldn't get. As they blend electronics (Billy) with traditional classic car spannering (the three Johns) and contemporary car systems (JohnW) it has all worked rather well in generating thoughts and implementation ideas (plus a lot of feeding in of advice from here). But the principal cause of everything cracking on now is that everything is ready and present to do so and Simeon wants the ramp!
(being only mildly facetious, remember I am an ex-banker whose principal skill was making chaos look like progress and claiming credit accordingly...)
Being able to spend a lot of time there has really built my relationship with the technicians that a normal (sensible) client just wouldn't get. As they blend electronics (Billy) with traditional classic car spannering (the three Johns) and contemporary car systems (JohnW) it has all worked rather well in generating thoughts and implementation ideas (plus a lot of feeding in of advice from here). But the principal cause of everything cracking on now is that everything is ready and present to do so and Simeon wants the ramp!
(being only mildly facetious, remember I am an ex-banker whose principal skill was making chaos look like progress and claiming credit accordingly...)
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Charles Morgan
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The specification of the MS2 set up may be of interest. I've ordered it with the option to run an electronic fan (the viscous one is being removed) and the ability to switch maps (my plan is to map it for super unleaded fuel as standard - I'm hardly going to be driving it every day - as that is closer to the octane ratings of the period, the fuel is generally better for an engine and there is less added ethanol). The map switch will be to lower octane fuel should that be required. The injector firing is in batches of three, 153624.
It has a built in MAP sensor with vacuum feed - conveniently the vacuum pipe off the manifold for the n/s front seat is inches from where the ECU is going to be - and has sensor feeds for inlet air temp, TPS, CPS, coolant temp and wideband lambda. It also has idle air control valve wiring. That and the wiring to the EDIS coil packs needs more work from me as I am entirely unclear how they all fit together, but the ECU is firing the EDIS directly rather than via the Ford controller.
The plan this week for me is to get the fuel rail machining underway (until the gearbox goes in the amount of space between the engine and the firewall is a moveable feast so will affect the position of the fuel pressure regulator) and tapping the air inlet for the air intake sensor (8mm so larger than original) and for the idle air control valve. The exhaust manifold will also need a tap for the Lambda sensor, and the CPS bracket will need fabrication. JohnW is putting in all the remaining gubbins underneath the car (half shafts, driveshaft, gearbox, clutch etc) and with fuel rail planned we can sort the fuel piping.
We still haven't worked out the way the heater return pipe is plumbed in to the engine, so I'm probably going to make the trip up to Colin in Norfolk to have a good shufty at the set up on his 250CE - he's just had an enquiry from someone planning to restore not one but two coupes, which seems to be ripe for some Lady Bracknell-esque bon mot. Today I shall mostly be polishing bits and pieces to continue putting bits of trim back on the car. Once most of the mechanical work is done, we'll send the car off to a large trimming firm that Dave Richards (Simeon's new partner) used for Car SOS to fit all the carpets, internal trim, seats and headliner. A local rolling road tuner has experience of Megasquirt tuning so when that is up and running, it will go there for mapping. There is a base map on the car and for ignition timing we'll start by using the original, very conservative, advance profiles of the distributor.
All the cavities are being filled with cavity wax, and when the underside work is complete, it will have a coat of clear wax underseal.
It has a built in MAP sensor with vacuum feed - conveniently the vacuum pipe off the manifold for the n/s front seat is inches from where the ECU is going to be - and has sensor feeds for inlet air temp, TPS, CPS, coolant temp and wideband lambda. It also has idle air control valve wiring. That and the wiring to the EDIS coil packs needs more work from me as I am entirely unclear how they all fit together, but the ECU is firing the EDIS directly rather than via the Ford controller.
The plan this week for me is to get the fuel rail machining underway (until the gearbox goes in the amount of space between the engine and the firewall is a moveable feast so will affect the position of the fuel pressure regulator) and tapping the air inlet for the air intake sensor (8mm so larger than original) and for the idle air control valve. The exhaust manifold will also need a tap for the Lambda sensor, and the CPS bracket will need fabrication. JohnW is putting in all the remaining gubbins underneath the car (half shafts, driveshaft, gearbox, clutch etc) and with fuel rail planned we can sort the fuel piping.
We still haven't worked out the way the heater return pipe is plumbed in to the engine, so I'm probably going to make the trip up to Colin in Norfolk to have a good shufty at the set up on his 250CE - he's just had an enquiry from someone planning to restore not one but two coupes, which seems to be ripe for some Lady Bracknell-esque bon mot. Today I shall mostly be polishing bits and pieces to continue putting bits of trim back on the car. Once most of the mechanical work is done, we'll send the car off to a large trimming firm that Dave Richards (Simeon's new partner) used for Car SOS to fit all the carpets, internal trim, seats and headliner. A local rolling road tuner has experience of Megasquirt tuning so when that is up and running, it will go there for mapping. There is a base map on the car and for ignition timing we'll start by using the original, very conservative, advance profiles of the distributor.
All the cavities are being filled with cavity wax, and when the underside work is complete, it will have a coat of clear wax underseal.
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grober
MB Master
https://www.niemoeller.de/en/w114c/w114c/B022/51/
If its anything like this its going to run along the chassis/inner wing to go back to the water pump/thermostat assembly ?
ALAS it would appear the valuable website for older mercedes models bolinko.org is no more or blocked--- shame!
If its anything like this its going to run along the chassis/inner wing to go back to the water pump/thermostat assembly ?
ALAS it would appear the valuable website for older mercedes models bolinko.org is no more or blocked--- shame!
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grober
MB Master
This any help?
https://www.youtube.com/watch?v=mxM-EXBx-8o&feature=youtu.be
heater return pipe stub seen here??
https://www.youtube.com/watch?v=mxM-EXBx-8o&feature=youtu.be
heater return pipe stub seen here??
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grober
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Will the Lambda sensor not have to read from all six cylinders - requiring it be fitted downstream from the two-into-one junction?
If OK with merely three cylinders, I'd weld a (tapped) boss to the steel downpipe rather than tap a cast manifold. My paranoia about things cracking would make me do it that way.
Some of the guys who are hands-on with the project should be in a position to advise - and prove me wrong if necessary!
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Charles Morgan
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I think it has to be taken from a blend of all six. Needless to say advice will be sought!
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Charles Morgan
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It's exactly where that I need to find out. There is a fixing bracket on the metal return pipe, but precisely no corresponding hole in the inner wing. As I've discovered there is no substitute for looking at things in the flesh.
Bolinko going down coincided with much of the work being done. It is a bore but with all those lovely manuals from your mechanic Graeme (plus the DVD) we have not really had too many issues, and much placement info is entirely uncovered by the manuals anyway (ditto EPC).
