Mercedes W114 250 Coupe - help!

[Charles Morgan]

I shall revert with those and all salient points soon. I think that routing through the dizzy cap for looks is a flyer, now I've worked out how the adaptors to fit HT leads work.

 

[grober]

Two firing simultaneously can sit together. Pairs together?... I'll try and separate them when I (finally) get around to checking the dizzy.
Talking of which, in the quest for authenticity, presumably an attempt will be made to route the leads from the cap in the correct firing order? What is the firing order? And which plugs are paired (via coils)?

lost spark same as M104 if you think about it- crank throw positions- the pistons that rise together 1+6, 2+5 and 3+4
distributor firing order is 1-5-3-6-2-4 which incidentally when applied to the M104 wasted spark system shows all the "flying plug lead" spark plugs are fired on the compression stroke before the "coil on plug" extender connected plugs. whether there's any significance to that arrangement other than stowage in the cover recess I'm not sure- not that this effects the present issue is any way.

 

[Charles Morgan]

Guess what? Zundfolge is 1-5-3-6-2-4 so paired cylinders should be the same as above.

 

[Bellow]

In the above pic - there appears to be no effort to separate non paired leads with regard to cross firing. And was it not common practice to route HT leads through a conduit with the leads all bunched together?

NB.
When I use multi quote - fine. When I use quick reply forum throws '40s spasm'. Same for others?

 

[grober]

In the above pic - there appears to be no effort to separate non paired leads with regard to cross firing. And was it not common practice to route HT leads through a conduit with the leads all bunched together?

Don't think with normal HT voltages and leads in decent condition there would be a problem. Most likely scenario for HT breakdown I would think would involve damp/water ingress into that semi sealed area.

I am not sure exactly what you and Charles are planning on the coils/distributor front. To me its either a lost spark triple coil based system or a distributor based system.

 

[Bellow]

Don't think with normal HT voltages and leads in decent condition there would be a problem. Most likely scenario for HT breakdown I would think would involve damp/water ingress into that semi sealed area.

I suspect the whole cross firing thing is a myth.

I am not sure exactly what you and Charles are planning on the coils/distributor front. To me its either a lost spark triple coil based system or a distributor based system.

Aha! Our animal cunning will be revealed in due course. A work in progress for now....

Continuing the quest for an authentic underbonnet appearance - Charles, do you have a plan to spruce up the existing (but buggered and surplus to requirements) vacuum advance capsule? Will any of your coating treatments refresh its dowdy demeanour?

 

[Charles Morgan]

Low cunning, indeed.

I think if there's metal there's a hope for replating or repainting.

My Allard had relatively frequent misfiring - the HT leads were routed through a metal tube and they weren't that well insulated. Changing the leads & removing the tube (admittedly at the same time as fitting a Mallory Electronic dizzy) solved that completely.

Cue gratuitous Flathead V8 engine from my Allard photo:

 

[Bellow]

I think if there's metal there's a hope for replating or repainting.

It is robust enough to be reclaimed with a titivating retouch.

My Allard had relatively frequent misfiring - the HT leads were routed through a metal tube and they weren't that well insulated. Changing the leads & removing the tube (admittedly at the same time as fitting a Mallory Electronic dizzy) solved that completely.

In that case, keeping the leads separate is the aim. (Grommets ordered).

Cue gratuitous Flathead V8 engine from my Allard photo:

Loving the flat head simplicity!

 

[grober]

EDELBROCK haven't heard that name in a while.

as Brian Wilson might put it:-

Just a little deuce coupe with a flat head mill
But she'll walk a Thunderbird like (she's) it's standin' still
She's ported and relieved and she's stroked and bored.
She'll do a hundred and forty with the top end floored
She's my little deuce coupe
You don't know what I got

 

[Charles Morgan]

Some progress today in sorting out MS system requirements and sourcing. The compressor however failed just as I was resuming the polishing of the cam cover. Usual things like plugs, fuses, trip switches checked with no joy and Tony2 is off on hols next week, so I'll find something else to do.

 

[grober]

Probably a defective [ cut in -cut out] pressure switch- since its a safety item best to get it replaced by someone familiar with this type of unit. You could try giving the existing one a sharp tap in case anything is jammed. Hopefully its not the compressor motor.

 

[Charles Morgan]

When Tony2 is back we'll have a good look but not before.

If it's the compressor motor gone, I'll be spraying the damned thing with salt water. It was a bugger getting in, even more so getting it out!

 

[Charles Morgan]

More progress from Peter and Ellis at the body shop. I am very pleased with the sheer quality of what is being done.

The bulkhead with plate now fully welded in.

Inner wing weldings now ground and seam sealed - that will be ground down when harder.

n/s inner wing in much better nick

The remaining fabrication panels for the bulkhead area - one for the cabin / air intake area, one for the heater fan.

 

[Charles Morgan]

A brief visit to Simeon today for un-related purposes yielded an interesting find. The BMW 3.0 CSL they have in with D Jet problems is going to be converted to Bosch Motronic from a later3.5 - it is the same basic engine, the ECU is peanuts and it should all fit in the same places. The trigger wheel is an integral part of the crank front end wheel (60-2 pattern) and you can see how substantial it all is.

The engine should be back soon from Knight's at which point I can start engaging with a lot of issues.

 

[Charles Morgan]

Block, crank and cylinder head completed by Knights so I popped up to collect them and chill with Simeon's team. I decided to leave everything wrapped up until use.

Cylinder head nicely cleaned up.

Crank with a bit of polish

Block just polished on the top and the bores honed - the lip is now almost gone but not so much that larger piston rings needed.

Detail of a cylinder

 

[Charles Morgan]

John M was installing Motronic from an M535i into the BMW 3.0 CSL I mentioned before, replacing the D jetronic. It is running successfully, idling beautifully, with some tweaking to do - higher pressure fuel pump and temperature sensor to be installed. John has gained a huge amount of useful info on the installation and on Megasquirt (it will take the 52 pin Motronic loom connection among other things). Much debate, not yet reached any conclusions, but this is a very useful exercise.

I shall apply myself next week to this, a number of other things now being out of the way.

 

[Bellow]

Block just polished on the top and the bores honed - the lip is now almost gone but not so much that larger piston rings needed.

All looking good - a look I can only dream of as the block I am working on needs all of that done but is currently covered in swarf following drilling out broken studs.

I shall apply myself next week to this, a number of other things now being out of the way.

And a swarf strewn workbench has kept me from the dizzy. Just jog me along CM when you are closer to needing it in your own hands. I can do what I intend in a day.

 

[Charles Morgan]

Won't be long before I've sorted a few more details on the ignition. While interesting I've decided the Motronic route offers too many distractions, so I'll get in touch next week re dizzy.

 

[Charles Morgan]

This would look nice with light red leather

 

[grober]

As usual its the detail. Those thin white line sidewalls make all the difference.