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Mercedes W114 250 Coupe - help!

Found a W115 pedal box, but will hold off ordering as I'd rather leave the existing system in place (means having to sort a redundant hole in the bulkhead and patch the firewall insulation having only just done it!).

Car is now off the ramp for a period while we await parts and the return of the heater matrix and driveshafts. One thing that is driving the techs potty is that so many parts and fastenings are incomplete from the strip done 20 years ago - anybody doing a project strip the thing in sections and put the fastenings where they came from! Saves an awful lot of problems with putting it all back together. Most are available but it's a bugger having to sort things out half way through as so many are unique. For the next phase I'll be ensuring as much as possible is sourced and labelled beforehand.

Plus of course, things you buy turn out to be wrong - the rear brake hoses, labelled as such, that aren't because they are 15 cm longer than the originals, the centre propshaft bearing (aftermarket) that wouldn't fit the replacement housing (aftermarket) and died in the attempt. JJ doing it is immensely experienced and patient, but 20 minutes here and there to sort out issues like this with non OEM stuff more than eats up the savings - all the OEM stuff has gone straight on.

I'll return to the theme of fastenings later today when I've had my breakfast!
 
A good stock of heavy duty self sealing polythene bags and some tie wraps along with a bag of sticky labels can save a fortune and lots of hair.

Charles your thread is now my favorite daily read. Love it.
 
Might be of interest at this stage to consider a stand-alone reservoir for the clutch fluid. Usually derived from the rear half of the brake cyl but this leaves it vulnerable to cross-contamination and difficult bleeding. My Lockheed came courtesy of eBay.

http://pages.ebay.com/link/?nav=item.view&alt=web&id=272098718433&globalID=EBAY-GB

Seen here nice shiny white thing mounted between the brake cyl and coolant tank.

turbo038.jpg
 
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I have already got one, in fact a brand shiny new one just like yours is sitting at CCPS awaiting a clutch master cylinder. The car always had one - the old one is serviceable but gone all brown, so like the brake fluid reservoir, it has been replaced. It sits directly above the clutch master cylinder too, so plumbing is very easy.
 
A busy morning of parcels, good thing I decided to delay my shopping. My "inside heaven" has arrived from Germany, and in a different parcel from another supplier, the correct length rear brake hose, the gearbox linkage clips and selector end bushes, plus some nice stainless number plate holders.

Given I asked 24 hours ago about where my seats were, KHM continue to disappoint on the communication front.

However, the firm I ordered the clutch MC from, again in Germany, have emailed to say it has been posted.

Meanwhile somewhere at my bank a letter is being generated from a computer algorithim, not in the old style of admonition about spending, but in the friendly new style no doubt offering me some unsustainable quantity of credit...
 
Druk said:
Might be of interest at this stage to consider a stand-alone reservoir for the clutch fluid. Usually derived from the rear half of the brake cyl.
Click to expand...

Amusingly, checking the old, and I assume, original, brake fluid reservoir, it has no take off for the clutch. However the later (1972) one I acquired with all the automatic bits just in case I needed it for conversion, has a little pipe off as you describe, with rather agricultural cap. The old clutch MC has a bleed nipple on it, but the newer type doesn't. So by retaining my old set up seems far superior!
 
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Charles Morgan said:
Given I asked 24 hours ago about where my seats were, KHM continue to disappoint on the communication front.
Click to expand...

I spoke slightly too soon, the seats are still in Germany awaiting my address (clue, it's on every email about delivery and the invoices). The damaged material will be replaced. I spent 10 years working with and for a German company, not a lot surprises me anymore, but German efficiency would knock me over...
 
Well, once the wheels started turning, just had confirmation the seats have left the building. ETA some time middle of next week.
 
Carpets and seats arrive Wednesday! The shipper actually offered tomorrow but too many commitments out to wait around all day.

Clutch master cylinder also arrived today - looks very promising, but I'll check tomorrow that it fits.

I've ordered in a single Bosch injector of the type I plan to use for the megasquirt. It should fit but the lower O ring and pintle will need removal in order to fit into the rubber guide that holds it tight into the cylinder head. I've abandoned plans to use the old fuel rail as I think 3 bar pressure vs the original 2 bar is too much of a step up to rely upon. So now I'm looking at how to make the aluminium one work and fit securely. It's very handy having not one but two cylinder heads at home.
 
Tomorrow pics, camera batteries needed re-charging.
 
Pintle cap.

I'll do some photos tomorrow, I have spent most of today running around and sound-proofing the bulkhead ( a fiendishly complicated shape). The clutch master cylinder is indeed perfect, full marks to Carando in Berlin for sourcing and sending it in a few days for reasonable price. I have tons of time to kill as I have to wait in for my seats and carpets! Delivery some time between 9 & 5...

Picked up the newly refurbished heater matrix, beautifully done by A1 radiators. I had a long chat with the owner who showed me a couple of projects he was fabricating - a shortened radiator for a Hillman Imp trials car, and 8 inch thick radiators for a Rolls Royce Merlin engine which is being mounted as a static but running engine. Great fun, especially as he said his (re)core business disappeared with the advent of ECP etc.

Test fitting of the clutch MC right next to the newly mounted Servo, brake MC and brake fluid reservoir. Bulkhead insulation has been fitted but not glued until all the bits that need fitting have been.

cylinders_zpstalvncsx.jpg
 
Still waiting for my seats. This is really boring.

Gave me time to do a photo of the injectors to illustrate the issue. On the existing cylinder head the D jet injector is held tightly in place by the rubber grommet (centred between the two injector nozzles, right centre of photo) which fits over the injector nozzle, which as you can see protrudes out by a couple of mm. On the newer type injector, the ridge of the pintle cap and the O ring prevent the grommet from going all the way down and so the nozzle sits about 4-5mm recessed into the grommet. The injector is not seated securely, and because the nozzle is so far recessed I think the fuel spray may well be deflected.

Without the grommet, the injector is totally insecure in the port.

My thought was that if the pintle cap and O ring are removed, the grommet will seat on the new injector as well as the old, the rest of the dimensions are the same. Hopefully clear?

injectors2_zpsc5p1frc8.jpg
 
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Injection Nozzles

According to one source the purpose of the pintle cap is mainly prevent the O ring from coming off and being lost in the injector orifice in the head. If removing both pintle and O-ring this should not be a problem. If on the other hand the pintle cap has some effect on the spray pattern then it might be a different story?
 
I don't believe the cap has any role in the spray pattern at all but I stand to be corrected.
 
ETA of seats now between 5-6. I could easily have gone out for the day!
 
Off with the cap and give it a go. It should be obvious by how much greater the cap hole diameter is relative to the pintle seat that it doesn't affect spray pattern. Any further progress with the supply rail?

We are all subservient to white van man. I detest waiting for them. A necessary evil sometimes.
 
The depot, infuriatingly, is a mile away. I could have collected the damn things and still had 10 hours doing other things on the car.

Fuel rail thoughts will be published this evening.
 
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