W201 v8 conversion - parts

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anasasis
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W201 v8 conversion - parts

Post by anasasis » Sun 20 Aug, 2017 3:52 pm

Hi,
I have purchased a '89 2.6L 190e and I am completing a m113 v8 conversion and restoring the car.
I'll create a build thread in a short while, I had a bit of a set-back and I am currently re-planning the build.

I'm looking for any suggestions for where I can purchase 190e parts (new) without having to pay the crazy shipping costs of many websites. I contacted my local MB stealership by phone but they never sent through the quote, so I will chase them up again for estimates.

At the moment I am looking for w201 front 1/4 panels and lower control arms, as well as w124 500e front swaybar.

Thanks!

P.s. - I'm also looking to buy a 6 speed MB manual gearbox (716.xx).

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Tony From West Oz
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Re: W201 v8 conversion - parts

Post by Tony From West Oz » Sun 20 Aug, 2017 11:10 pm

Please contact our forum sponsor MB Spares in Canberra then bring in parts from overseas and are usually significantly cheaper than the stealership
They also dismantle used models and they may have the parts you are seeking from a dismantled vehicle.
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Re: W201 v8 conversion - parts

Post by Digger11 » Mon 21 Aug, 2017 2:15 pm

Yes, always had great service and price from MBSpares.
I tried Ebay and some other online shops, but it is a bit of a lottery in the quality of parts.
MBSpares also send me OE or even OEM parts, so as good as the dealer.

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Re: W201 v8 conversion - parts

Post by Ivanerrol » Mon 21 Aug, 2017 3:35 pm

Have a hunt around the wrecking yards for 190e 2.6 LCA's. Get some spare ones.
Just buy the bushings and have them installed by a local service shop. Get new ball joints.

W124 500e swaybars probably rarer than hens tooths. 500e's were all handbuilt to order by Porsche.

You will need a 722.3 this may not fit underneath a W201.

You will probably have the same issue as production RHD V8's - there are none. Something to do with the steering box on RHD getting in the road.

But as they say - with enough money anything is possible.
Be aware there was a man on this forum who years ago was determined to install dual turbos in a W124. He spent north of $90,000 before he arrived at a satisfactory result.
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anasasis
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Re: W201 v8 conversion - parts

Post by anasasis » Wed 30 Aug, 2017 3:17 pm

Thanks for the advice, I contacted the forum sponsors. I find despite many companies calling themselves "Mercedes specialists" or "professional wreckers" there seems to be little knowledge floating around. Not referencing any specific company here.

I've had quotes range from $500-6,000 for the same item, or $3,000 to $13,000 for the same item. People just seem to have random guesses and aren;t willing to price match with other companies.
Ivanerrol wrote:
Mon 21 Aug, 2017 3:35 pm
You will need a 722.3 this may not fit underneath a W201.
That's an automatic gearbox and I was looking for manual. I found a 716.xxx manual 6 speed from a chrysler crossfire.
Ivanerrol wrote:
Mon 21 Aug, 2017 3:35 pm
You will probably have the same issue as production RHD V8's - there are none. Something to do with the steering box on RHD getting in the road.
I'm now looking for a m113 v8, there's quite a few for sale, the prices are just all over the place, average cost seems to be about $500-1000 depending on kms. You can replace the factory steering box with a rack from a w210 and you can fit the v8 without worrying about the exhaust hitting the steering. I've already bought the rack.
Ivanerrol wrote:
Mon 21 Aug, 2017 3:35 pm
W124 500e swaybars probably rarer than hens tooths. 500e's were all handbuilt to order by Porsche.
I've also found a 300e front sway bar, which is about 2-3mm smaller than 500e sway bar, but still a large upgrade on w201 factory.


The front quarter panels seem to be only second hand, no original parts available in Aus, you can ship from Germany, but it costs a fortune.

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Re: W201 v8 conversion - parts

Post by John Green » Thu 31 Aug, 2017 2:00 pm

anasasis wrote:
Sun 20 Aug, 2017 3:52 pm
Hi,
I have purchased a '89 2.6L 190e and I am completing a m113 v8 conversion and restoring the car.
At the moment I am looking for w201 front 1/4 panels and lower control arms, as well as w124 500e front swaybar.
The front lower control arms are rebuildable, new inner bushes and ball joints is way cheaper than a replacement arm. We can however quote on new arms if you like.

Have some good used front mudguards on the shelve. With the exception of a coat of paint, not different to buying a new panel, and way cheaper.
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Re: W201 v8 conversion - parts

Post by hents99 » Thu 31 Aug, 2017 7:04 pm

M104 w124 has quite tough front sway bar.
Should be 2-4mm bigger diameter than m103 w124.
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anasasis
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Re: W201 v8 conversion - parts

Post by anasasis » Fri 01 Sep, 2017 7:16 pm

John Green wrote:
Thu 31 Aug, 2017 2:00 pm
The front lower control arms are rebuildable, new inner bushes and ball joints is way cheaper than a replacement arm. We can however quote on new arms if you like.

Have some good used front mudguards on the shelve. With the exception of a coat of paint, not different to buying a new panel, and way cheaper.
Yeah, ball joints + bushes is much easier. I was just wanting new parts for longevity, but there has to be a compromise somewhere.
The panels are fine, same thing again, I just want new where possible. I can just clean up what I've got.
hents99 wrote:
Thu 31 Aug, 2017 7:04 pm
M104 w124 has quite tough front sway bar. Should be 2-4mm bigger diameter than m103 w124.
Already got a 300e swaybar, thanks for the suggestion though.

I bought a m113 today :wav:
Just sorting out suspension and a diff in the next week or so.

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Re: W201 v8 conversion - parts

Post by Mercmad » Tue 05 Sep, 2017 5:00 pm

You get longevity from the arms but the joints are replaceable, just fit new ones.Thats why you got crazy prices for the parts. They wouldn't sell any new ones anymore because of the age of the model but there are plenty of ball joints and so on for sale ,just make sure you get the reputable brand and not some chicom rubbish in a febi box. As for front guards, go for good 2nd hand ones because again they are getting long in the tooth but in the UK there are plenty of firms selling "pattern parts" . Guards made in china out of thinner material for a few bucks each. They are badly fitting rubbish.

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Re: W201 v8 conversion - parts

Post by AMG » Tue 05 Sep, 2017 10:34 pm

I'm going to rant on this right now.

1. ditch the whole front spindle and LCA assembly.
2. Ditch the rear brake rotors and callipers.

Go and find a front end from an R129 500SL and the rear brake rotors and callipers.

the 201 front spindles diameter, bearing sizes and hubs are not suitable for supporting the load or mass increase of the v8, nor are the brakes adequate for the power increase.

Suitable front end upgrades are sourced from w124 500E or R129 500SL, which are bolt-in replacements.

The spindle shafts are much bigger, hub bearings have a much larger ID, the rotors are also suitably larger diameter and thicker, and the callipers are 4 piston .

there will be a requirement to upgrade the booster and master cyl to R129 500SL also.

This is a serious issue and will not pass engineering scrutiny if you use the standard 201 parts.

the rebuildable LCA's are unsuitable for the larger rotors, due to the clearance between the rotor and the LCA. This is why they went to the angled balljoint in the first instance - 4 piston callipers & larger vented rotors.

the non-rebuildable 500e/R129 lemforder LCA's with the angled balljoint are required.
the r129 front spindles are required (larger diamater spindle, larger bearings, increased load beaing capacity.
the 334mm rotors and 4 pitson callipers are not the easiest thing to find, but they are the best solution, providing adequate retardation without the obscene increase in unsprung mass of the silver arrows rotors and callipers.

rear rotors and callipers can be sourced from a wagon - ventilated and larger diameter.
Current:
1987 560SL 4sp. auto Signalrot "Stella"
1987 190E 2.3-16 5sp. man. Blauschwarz "Hermann"
1992 300CE-24 6sp. man. Perlblau / Iceblau "Gretel"
1992 Range Rover Vogue SE 4sp auto Ardenne Green "Oswald"
2012 Renault Sport Megane RS265 Trophy 8:08 6 sp. man. Liquid Yellow "Jean Rédélé"
Previous:
1986 560SEL Anthracitgrau "Schultz" - In Mercedes Heaven
1987 190E 2.6 4sp. auto Signalrot "Sabine" - which now resides/owns Andrew M's Garage
1972 350SLC Astralsilber "Lurch" - now in the loving care of Craig B

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Re: W201 v8 conversion - parts

Post by hents99 » Fri 08 Sep, 2017 6:23 pm

I used ML430 front calipers and rotors on my w201.
345x32mm rotors. Like w203 amg (345x30) but much cheaper.
I changed rotor offset by milling off centers and replaced by aluminum center parts.

Pick suitable rotor, then suitable caliper on it and fab adapter.

W201 16v using brake booster like w126, simple upgrade.
560SEC, C55, W201 (2.3-16T + 2.5-16)

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Re: W201 v8 conversion - parts

Post by anasasis » Mon 18 Sep, 2017 10:46 pm

Mercmad wrote:
Tue 05 Sep, 2017 5:00 pm
Thats why you got crazy prices for the parts.
I got quoted $250ish for ea LCA - it's not that hard to find new, about 3-4 companies have them for sale.
AMG wrote:
Tue 05 Sep, 2017 10:34 pm
I'm going to rant on this right now.
Thanks, information is hard to source. I appreciate the suggestions.

There are lots of options available for brakes, even aftermarket big brake kits. I'm not too worried about this; I've also found some w124 4 piston ATE brakes which are a common w201 upgrade, and I'm sure I can find a bigger booster/master cyl without much trouble.
hents99 wrote:
Fri 08 Sep, 2017 6:23 pm
I used ML430 front calipers and rotors on my w201
For example, I've now learnt that this is another possible option, thanks!
What size wheels did you need to clear? do you have a picture?
AMG wrote:
Tue 05 Sep, 2017 10:34 pm
the 201 front spindles diameter, bearing sizes and hubs are not suitable for supporting the load or mass increase of the v8
I'm self taught about MB/cars, so excuse my possible ignorance, but why do you say this? The v8 is only about 40kg heavier and people seem to be running higher powered engines with original w201 front end. Am I missing something?


The guy I'm thinking of paying to do the fabrication work said he has access to engineers, so I will be able to explore options with them. It may be easier to look at using some JDM/holden/ford options. It's going to be a lot of trial and error as not many people have done this conversion before, and those who have didn't document anything.


Does anyone have suggestions for a differential? My current number 1 option is a R200 diff, I'm happy to hear suggestions.

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Re: W201 v8 conversion - parts

Post by AMG » Tue 19 Sep, 2017 1:06 pm

No need to delve into the mathematics of newtonian physics laws (David can extrapolate on that if he so wishes).

Understanding the basic laws of physics are important when it comes to understanding forces, mass, acceleration, friction.

You're increasing the mass over the front axle.
You're increasing the power output by more than 50% of the intended design limit of the components that are in the vehicle.
You need to increase the surface area of the braking surface (friction material) to compensate for the increase in mass and acceleration.
The size of the outboard bearing is not designed to cope with the increased stress.
The bearing size was increased for the 16v, the 2.6, the w124 3.0, 3.2 and R129 3.0, 4.0 and 5.0, to cope with the dynamic forces at play with regard to the mass increase over the front spindles, and the increased braking surface area.

If you do not understand why you need bigger brakes, or why a larger diameter spindle is required to support the increased mass and the increase braking forces, then you should engage with a professional engineer.

If you want to do it properly, find the correct OE parts and swap them over. it's not rocket science when all the mathematics has already been done - but it will be an expensive insurance claim when the spindle stub cracks when you drive over a pothole and the next brake application sees the front wheel flying off into the footpath or oncoming traffic.

If you think that it's unnecessary, then as a simple FYI - the little 2.5-16 190e evo uses the R129 front spindles and LCA for a reason.... and it's the same engne mass as the little pissweak 1.8l 180e.

Acceleration and braking forces, combined with the need for increased structural rigidity and less deflection of the spindle stub are why the R129 spindles and hubs were used on the 201036.
the 24v 124 has a larger outboard spindle bearing ID
the R129 v8 is larger again - and fwiw, the R129 and v8 124 use the same m119 mount and crossmember design, so the chassis is almost identical in that respect.

Understand that the engineers who built these vehicles have reams and reams of factual data to support the need for these components in the standard vehicle - otherwise they would have put the most economical solution available (read smallest, cheapest - volume production decisions) under the front end.

This is why the 24v got 4 piston callipers and rotors.
this is why the 190e 2.5-16 evo got the R129 500SL rotors and callipers, and why te 500e shares the same front end geometry - because it is proven to work and there is no need to do the math twice when you have an effective solution already deployed.

the m113 has more power than the 119, so think carefully - it's not just about the mass increase - and we have already demonstrated that the mass increase only further supports the need to upgrade - especially when a 235hp 2.5L 4 cylinder requires this to mantain vehicle safety.
Current:
1987 560SL 4sp. auto Signalrot "Stella"
1987 190E 2.3-16 5sp. man. Blauschwarz "Hermann"
1992 300CE-24 6sp. man. Perlblau / Iceblau "Gretel"
1992 Range Rover Vogue SE 4sp auto Ardenne Green "Oswald"
2012 Renault Sport Megane RS265 Trophy 8:08 6 sp. man. Liquid Yellow "Jean Rédélé"
Previous:
1986 560SEL Anthracitgrau "Schultz" - In Mercedes Heaven
1987 190E 2.6 4sp. auto Signalrot "Sabine" - which now resides/owns Andrew M's Garage
1972 350SLC Astralsilber "Lurch" - now in the loving care of Craig B

anasasis
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Re: W201 v8 conversion - parts

Post by anasasis » Tue 19 Sep, 2017 2:30 pm

AMG wrote:
Tue 19 Sep, 2017 1:06 pm
If you do not understand why you need bigger brakes, or why a larger diameter spindle is required to support the increased mass and the increase braking forces, then you should engage with a professional engineer.
I can't find anyone with MB knowledge, so I really really appreciate the help. I think I'm keeping up with what you're saying. I'll need an engineer for the mod plates, so I'll pick their brain.

I have also reviewed this thread you made comments in - viewtopic.php?f=30&t=22613&sid=7f4ce1ac ... cb84edfe73
AMG wrote:
Tue 19 Sep, 2017 1:06 pm
If you want to do it correctly, the most cost effective and straightforward way, is to either get complete hub assemblies, incl. spindle/stubaxle/wheel carrier (whichever you prefer to call it) from the front and rear of either an R129 300SL or w124 24v ( both M104 engines) or the bigger R129 500SL v8. You will need the master cyl & booster, to complete the upgrade, to ensure correct proportioning and pedal feel as well as adequate vacuum assist.
What does this upgrade mean for my planned suspension? Can I fit aftermarket 190e suspension with this upgrade, or will that be a whole new area of difficulty. Honestly I'll pay if someone can help source parts and information, I'd be happy to discuss via PMs (I'm not sure if I can use PM system yet as I have limited posts). I'd rather pay someone for some knowledge, than have to waste money/time on the wrong parts.

I'm going to try and make some phone calls to various wreckers and try to find the suggested parts. Wish me luck :happy3:

Edit - Would a W124 300e-24v front end be the best option?
Are these the correct LCA - http://www.ebay.com.au/itm/Lower-Suspen ... 2033062880?

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Re: W201 v8 conversion - parts

Post by AMG » Tue 19 Sep, 2017 3:26 pm

There's no need to start fapping over coilovers or other wankermods. A simple look at the H&R sport cup catalogue will net you some inappropriately stiff and low coils for your 201. TüV approved - so definitely safe to install but Borderline legal for use on our public roads - some of them are not recommended if you need this to pass engineering scrutiny for a mod plate (extreme option lowering of 60mm not recommended)- especially given the QCOP variations on the far more sensible national code (NCOP). QLD TMR has some serious lack of intelligence in their engineering expertise with regards to knowledge of Mercedes as well. To keep them happy you're going to probably need a set of 500e front springs to pass certification.

For dampers, the Bilstein B8 dampers will keep the vehicle properly damped, and you're going to need a hefty front swaybar to counteract the extra mass of the v8 to stop it from turning the car into a lead-tipped arrow. - so the usual treatment there, is find a w124 sportline front swaybar and cut 40mm off each end with the angle grinder, and reverse the 201 swaybar hangers.
on the rear, you're going to need a swaybar upgrade - somewhere in the 16-19mm vicinity.

If you go to a coilover type setup on the front, you risk damaging the 201's strut tower sheetmetal, and as it has been proven before, inevitably leads to cracking and the need to reweld the front. Especially on our roads.
So stick to the standard setup with the captive coil in the LCA. - look to R129 500SL or 500E w124 front springs to get your appropriate rates/ standard height for the front end. keep the rear at 201 spec, you're not adding any mass over the rear from standard. You can order the H&R springs without too much issue, just need to understand their part numbering system. Order them from the UK or USA (USA cheaper, but you need to specify exact part number, as usa spec springs are softer than euro) allow a few $ for shipping - still makes them cheaper than what quadrant will sell you one pair for here locally.

If you only want to track the car, then ignore all of the above. strip the interior out, weld in a certified full cage, and fabricate your own 4140 LCA/strut setup with reinforced towers and sell a kidney for a ground control coil over setup. That's going to run you past $5K without batting an eyelid.

If you stick to the factory engineered options, the cost will be minimal, and the installation is literally BOLT-IN. 201/124/129 front ends are all interchangeable, and this is why you look for these parts. simple and bolts in. No need for engineering overhead when the factory already has produced a solution for you that is legal and adr approved already.

As I said, v8 124 (400e / 500e) and R129 500SL are your source for the necessary parts on the front end. spend the time searching the globe for these and you're going to be well and truly in front in costs and ease of conversion.
How you wish to treat the m113 conversion is another story. Clearance for the exhaust beside the steering box is going to be close.
You may need to investigate the rack and pinion steering from a c class, but I'm yet to see one that has been effective and not introduced bump-steer.

there are adjustable bumpsteer correction kits for extreme lowered 201's available from Hedgehog for the factory 201 steering (recirc ball)- they are a bolt-in solution for the slammed cars and work well, and the tierods are far stronger than the standard units.

All of this is entirely doable for little outlay, the only complexity being your m113 swap and crossmember, exhaust routing and instrument cluster.
The rest of the physical requirements are available as 100% bolt-in factory parts.

You have access to the PM system once you have 5 mod-approved posts (as you do now).
Current:
1987 560SL 4sp. auto Signalrot "Stella"
1987 190E 2.3-16 5sp. man. Blauschwarz "Hermann"
1992 300CE-24 6sp. man. Perlblau / Iceblau "Gretel"
1992 Range Rover Vogue SE 4sp auto Ardenne Green "Oswald"
2012 Renault Sport Megane RS265 Trophy 8:08 6 sp. man. Liquid Yellow "Jean Rédélé"
Previous:
1986 560SEL Anthracitgrau "Schultz" - In Mercedes Heaven
1987 190E 2.6 4sp. auto Signalrot "Sabine" - which now resides/owns Andrew M's Garage
1972 350SLC Astralsilber "Lurch" - now in the loving care of Craig B

anasasis
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Re: W201 v8 conversion - parts

Post by anasasis » Tue 19 Sep, 2017 4:05 pm

AMG wrote:
Tue 19 Sep, 2017 3:26 pm
find a w124 sportline front swaybar
Already sourced :)
AMG wrote:
Tue 19 Sep, 2017 3:26 pm
on the rear, you're going to need a swaybar upgrade
I believe Hedgehog Motorsport make these. I was planning on buying a bunch of stuff from them at a later stage.
AMG wrote:
Tue 19 Sep, 2017 3:26 pm
If you go to a coilover type setup on the front, you risk damaging the 201's strut tower sheetmetal, and as it has been proven before, inevitably leads to cracking and the need to reweld the front. Especially on our roads.
I have heard this opinion from another forum "coilovers do exist for w201, i've ran these ground controls since 2014. it is untrue to say the front towers were not designed for the stresses of holding the car's weight and cornering forces, remember, four corner SLS was an available option." This person used the GC set-up for 6-7 years of racing without strut issues.
AMG wrote:
Tue 19 Sep, 2017 3:26 pm
That's going to run you past $5K without batting an eyelid
$3421 USD delivered (including full set of rear suspension links) - $4200 AUD at time of writing. I've already explored this option. Obviously I need it installed as well, so add some dollars.
AMG wrote:
Tue 19 Sep, 2017 3:26 pm
You may need to investigate the rack and pinion steering from a c class, but I'm yet to see one that has been effective and not introduced bump-steer.
I was told a w210 E class steering rack works, so I have purchased this. Lets see how I go.
AMG wrote:
Tue 19 Sep, 2017 3:26 pm
As I said, v8 124 (400e / 500e) and R129 500SL are your source for the necessary parts on the front end.
That's not easy to find :( I already found some 300e-24v parts so that can be my backup option.

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Re: W201 v8 conversion - parts

Post by AMG » Tue 19 Sep, 2017 5:44 pm

The statement that came regarding 4 corner SLS fails to recognize that the SLS spring was still located in the original location between the chassis rail and LCA and still takes 100% of the car's mass on the spring. The hydropneumatic damper is about an equivalent damping force as the B8 bilstein, the only difference being that it has ride height control... The valving on the front damper is additionally independently proportioned by the swaybar which also is very different in specification to the conventional swaybar.
It's an argument that bears no relevance whatsoever when compared to a coilover setup.

Indeed, I can replicate the adjustable ride height by simply raising or lowering the strut top plate in the strut mount to artificially create a front ride height difference.
Current:
1987 560SL 4sp. auto Signalrot "Stella"
1987 190E 2.3-16 5sp. man. Blauschwarz "Hermann"
1992 300CE-24 6sp. man. Perlblau / Iceblau "Gretel"
1992 Range Rover Vogue SE 4sp auto Ardenne Green "Oswald"
2012 Renault Sport Megane RS265 Trophy 8:08 6 sp. man. Liquid Yellow "Jean Rédélé"
Previous:
1986 560SEL Anthracitgrau "Schultz" - In Mercedes Heaven
1987 190E 2.6 4sp. auto Signalrot "Sabine" - which now resides/owns Andrew M's Garage
1972 350SLC Astralsilber "Lurch" - now in the loving care of Craig B

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Re: W201 v8 conversion - parts

Post by hents99 » Tue 19 Sep, 2017 6:55 pm

Do you know the weight of M113 engine?

Too much torque will kill drive shafts and propeller shaft joints. Differential is not a problem at all. No need to change it.
I tuned my old M104 3.2 engine...which is in my friends w201. 470kw/850nm from wheels...
Only manual gearboxes will not handle this power. Engine has stock internals btw.
Last box was 717.450 ... for about 100kms.
Now the 6-spd from 270cdi mounted and so far no problems.
722.6 is good choice.

Dyno video:
https://m.youtube.com/watch?v=c2FCjQlkSEU
560SEC, C55, W201 (2.3-16T + 2.5-16)

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Re: W201 v8 conversion - parts

Post by anasasis » Tue 19 Sep, 2017 8:04 pm

hents99 wrote:
Tue 19 Sep, 2017 6:55 pm
Do you know the weight of M113 engine?
206kg (ish) I believe.
hents99 wrote:
Tue 19 Sep, 2017 6:55 pm
Too much torque will kill drive shafts and propeller shaft joints.
I'm getting stronger ones made.
hents99 wrote:
Tue 19 Sep, 2017 6:55 pm
Differential is not a problem at all. No need to change it.
It's not LSD, I'd prefer LSD.

The gearbox I'm using has been tested with v8 merc engines and it seems to hold up without issue. I think some of the v6 merc engines it was mated with have higher power outputs than the m113 5.0L.
https://www.youtube.com/watch?v=Q5pB3P5zwcw


So my research today has found that there are very few 500e/400e/SL500 in Australia, and it seems none are being wrecked. So either I look overseas, which I can do, I have family in US and UK, or I consider 300e-24v front suspension, which I can buy in Australia.

Parts I think I will need are:
129-330-04-25 Front Hub
129-330-02-20 Steering Knuckle
129-332-04-20 Steering Arm
124-330-30-07 Lower Control Arm

Sourced from - https://www.genuinemercedesparts.com/au ... nsion-scat

LCA are the only parts I can find in Australia.

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Mercmad
Mercedes Demigod
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Re: W201 v8 conversion - parts

Post by Mercmad » Wed 20 Sep, 2017 10:46 am

Keep a search running on ebay, gumtree etc. for whole cars. Ypu will surprised how cheap a roughy is sometimes, a few worn seats and a ripped top dont appeal to most peope.
i have seen Jap wreck here in Brisbane advertising a 500SL R129 half cut for sale some time ago, they may still have it. Japan is another option too, plenty of wrecked ones there , again Japwreck may be able to assist or a jap parts importer near you . .

anasasis
Dernburg Wagon
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Model you own: w201
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Re: W201 v8 conversion - parts

Post by anasasis » Sun 08 Oct, 2017 9:03 pm

Got all the front end stuff with 4 pot brakes from an R129.

Next step is a diff - probably going to get a c36 diff with a quaife LSD :drool:

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AMG
OZBENZ Admin
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Re: W201 v8 conversion - parts

Post by AMG » Tue 10 Oct, 2017 9:44 am

forget the quaife. too expensive.

Drexler motorsport here in australia can supply you better for the same outlay, or if you want a cheaper alternative then wavetrac (US) is the proven solution.
Current:
1987 560SL 4sp. auto Signalrot "Stella"
1987 190E 2.3-16 5sp. man. Blauschwarz "Hermann"
1992 300CE-24 6sp. man. Perlblau / Iceblau "Gretel"
1992 Range Rover Vogue SE 4sp auto Ardenne Green "Oswald"
2012 Renault Sport Megane RS265 Trophy 8:08 6 sp. man. Liquid Yellow "Jean Rédélé"
Previous:
1986 560SEL Anthracitgrau "Schultz" - In Mercedes Heaven
1987 190E 2.6 4sp. auto Signalrot "Sabine" - which now resides/owns Andrew M's Garage
1972 350SLC Astralsilber "Lurch" - now in the loving care of Craig B

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