Right, I decided to type out the german V8 conversion doc (a bore - dear Mr Gates changing warden to warden every time is a PITA) and whacked it into Google - I have to get a paper done soon. It describes a 117 and is of course for an LHD car. So applicability, umm
Here goes for posterity though - lots of poor google translation and technical terms (and german multi-word words largely untouched).
"The dream of every / 8 driver it is safe to exercise after the start-process of the "babbling" of an 8 cylinder engine. Since there is an excellent MB8 cylinder engine in serial program, it is tempting, those "einzuflanzen" in a W114. But, does it work? To anticipate: Yes!
I report today about a conversion that was once performed Whether the vehicle has a TUV approval was obtained, is another problem. The car described for only with red number!
The mounting position of the motor M117 is hangend easily back and forth to the left obliquely inclined. This is due to the limited power steering (version without capping nut). With a different steering is possibly a correction possible. The lateral mounting position results in essentially of the space for the exhaust monkey with red number!
Engine bearing front 1142230212 (60 shore)
Engine bearing rear WE 24-6 / 68 (45 shore)
2 stuckerdampfer (400N / 400N) was scaled down to the lateral motor store volume by about I l. The oil filters must be installed bent forward and laid the lines to the chain adjuster. In addition, the pressure regulator for the idle adjustment had to be set lower and the dauber located behind the air filter cut off. The air filter russel was angled and gekurzt about 30 mm.
To find a 280E Cooling radiator use, the Oil cooler take off was not completed (connection of course possible). As a fan is a visco-Lufter. Gunstig is the connection of a differential pressure diameter (before / after Oilfilter), as well as an oil-thermometers.
The exhaust monkey were made of sheet steel. The left manifold was ordered to be pulled forward and downward because of the steering. The exhaust pipe system is two (strong pipe 50 x 2) with 2 fully trained sound absorbers.
The regulierwelle the engine was changed with all the levers. Because of the limited Platzverhaltnisse was displaced upward in unaltered regulierwelle on the front wall of the pivot point. For this purpose a Neuses pedal is made of 2 pedals blended series. You return spring was amplified. As transmission en serie bulky 5-speed transmission is used contact pressure with 8000N behind union coupling M240. Switching is done via a gekurzten means lever. The gearbox was exchanger, check the position of the motor abgeandert accordingly. Thus, the joint shaft can rotate with moderate kink angles, was ordered to the joint shaft center bearing to 13mm high set, the rear axle warden highlighted on the rear shelf to 5mm. (Bending angle of less than 1 ° are a major guarantee the durability of the joint shaft discs and prevent brummer).
When translations are centerpieces used with i = 3, i = .46 or 3.69. If you decide for the installation of a 4 gang switching or automatic transmission, would a longer aches with 3.23 better (but joint shaft speed note!). Optimal would be the installation of a medium stuckes with barrier-balancing. The rear axle may otherwise be left unchanged. A big problem-represents the steering - the attachment between the lever was ordered because of the coupling angesstzt lower on the motor to 120mm, under the lever itself be mounted upside down. The ball-point position thus remained the same (important for the lenkgeomtrie). At the front axle itself only verstarkten handlebars were mounted with contractual joint insurance. The starter does not require a change in the driving stool.
The second critical point is the brake: be installed an 8 bremsgerat tandem with the foot lever system had reasons of space 60mm offset to the left. For this was the wheel arch slightly dented (approx 10mm) Because of the windshield wipers died anges and the outlet of the cable Padfoot had the bremsgerat also be transferred to 45mm forward. At the foot lever system were changed ausserem the kupplungsanlenkung (kuppelsweg approx 170mm) and the return spring amplified.
Because of the higher stress beluftete (based on type 107) were fitted brake discs. If necessary, a pressure-reducing valve (hydra search, 30bar) can be installed (for balancing the weight shift to the front). The Tuv had to be satisfied in general with the conversion of the brake system on the model series w107, but there are the axes similar to the W114.
The battery was installed offset (55ah) to the right, where the right-to easily wheel arch had to be dented (max 10 mm). The entire cable set refresh this had to be. Safe use around the water outlet and containers for the injection system was added.
On the body had except for the storage of the LZH (already described) be changed nor the middle tunnel, which was raised from about mid gear and to the joint center storage well to 20mm, then to early jolt bench auslauft on the old high. Presumably are necessary for use of a 4 gear automatic transmission tunnel walls further ments. ON the front long wear were angled slightly only schweissborte.
So, all right, Who only place that has money and a gehorige portions courage can get started. In gesprach a mite TUV engineer was suggested to me that the MOT approval at least nich impossible ware (a residual risk remains, of course, still useable!) The vehicle described exists now not unfortunately. The erfolgversprechenste approach is reflected in our moment in anyway fastest man, who confirmed my photo here, the V8 fits the /8.
