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  #31  
Old 12-26-2009, 02:21 PM
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I'd have to say re-booting rear axles. Its easy getting the axles out and back in, its the slidding the new boot over the end of axle part that is a pain.
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1985 300TD Turbo Euro-wagon
1979 280CE 225,200 miles
1985 300D Turbo 264,000 miles
1976 240D 190,000 miles
1979 300TD 220,000

GONE but not forgotten
1976 300D 195,300 miles
1983 300D Turbo 175,000 miles

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  #32  
Old 12-26-2009, 02:39 PM
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Quote:
Originally Posted by BodhiBenz1987 View Post
I made a sort-of DIY on the job I did
Very impressive - congrats! I'm in the middle of refinishing my shifter console - not sure I'll work up the nerve/desire to do the rest of the wood in the center but it sure would be nice to do... Thx for sharing the photos and a nice writeup.
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  #33  
Old 12-26-2009, 07:22 PM
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Rear trailing arm bushings on an 82 wagon.
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  #34  
Old 12-26-2009, 08:11 PM
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Quote:
Originally Posted by RichC View Post
Rear trailing arm bushings on an 82 wagon.
From what I've read THAT is an ambitious project.
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  #35  
Old 12-26-2009, 08:34 PM
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Oil filter housing gasket -- done about one month AFTER I R&R'd the steering gear and the oil cooler lines and the turbo seals. It would've been cake with everything else out, but noooooo...I had to do it the hard way.
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  #36  
Old 12-26-2009, 08:59 PM
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On the MB? Complete engine swap was the most difficult so far. Not all that hard, just time consuming (marking all the lines, swapping things between the motors to make the new one work, etc.).

Most difficult of all jobs I've done? In recent years, probably converting my 86 F250 from a T-19 4-speed to a ZF 5-speed. Did it without removing the engine - or even the turbo. Had to jack the cab up 3"-4".

I'm in the middle of a gasoline to diesel engine conversion in an 85 Jeep Cherokee (not an OM617 though). That may end up topping the F250 tranny on the difficulty scale - we'll see...
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1984 300 Coupe TurboDiesel
Silver blue paint over navy blue interior
2nd owner & 2nd engine in an otherwise
99% original unmolested car
~210k miles on the clock

1986 Ford F250 4x4 Supercab
Charcoal & blue two tone paint over burgundy interior
Banks turbo, DRW, ZF-5 & SMF conversion
152k on the clock - actual mileage unknown
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  #37  
Old 12-26-2009, 09:27 PM
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Originally Posted by rcounts View Post
Most difficult of all jobs I've done? In recent years, probably converting my 86 F250 from a T-19 4-speed to a ZF 5-speed. Did it without removing the engine - or even the turbo. Had to jack the cab up 3"-4".
Really? I yanked a worn-out NP435 out of an 84 F250 4x4 and replaced it with a built C6 without having to lift the cab. I did also lift the truck and do a straight axle swap, plus it was on 35s.
It was a small block bell C6, I don't know how much that really changes things though. I just figured the floor pan was essentially the same through 96, so the ZF would have fit. Never really had hands-on experience with the IDI engines though.
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  #38  
Old 12-27-2009, 07:41 AM
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Probably replacing the starter on the 80 300TD. Them bolts were hard to get to. Eventually had to use MAPP gas on bolts and that loosened things quick.

Other tougher jobs:
-reboot axles (and all associated work to remove and reinstall axles) 84D
-replacing center support bearing of driveshaft 84D
-replacing engine mounts 84D
-replacing entire exhaust 84D

next:
fuel lines of 85D.
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  #39  
Old 12-27-2009, 08:32 AM
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Replacing the right half shaft on my 81 wagon... working on dirt, not jacking it up high enough, it has long overhand at the back, not being able to drop the 3rd member like the instructions say to do... easily my worst job ever.
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  #40  
Old 12-27-2009, 10:19 AM
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Well, the rear axle bearings on my '81 TD were a royal PITA. I bunged up the threads on the inside of the axle assembly on one side when I pounded it out. Had to file them true and even then the locking nut turned real hard. To top it off, I over tightened the crush washer, had to order another one and take it apart. Again.

After it was all done, I realized that it was a stuck brake pad that overheated the rotor, not the bearings.

R&R the starter was also alot of fun. That top bolt is a bear. Why did the German engineers use Allen head bolts? Regular hex head bolts would have made the job much easier.
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  #41  
Old 12-27-2009, 11:00 AM
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Quote:
Originally Posted by Carpenterman View Post
Why did the German engineers use Allen head bolts? Regular hex head bolts would have made the job much easier.
Yours is not to question the wisdom of the Engineers.
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  #42  
Old 12-27-2009, 12:24 PM
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Quote:
Originally Posted by moon161 View Post
The ones you're not sure you'll eventually get are always hard. Replacing a split radiator hose in a 79 SAAB 900 was like that. Had to sneak the new one under a manifold or something. Wasn't til I saw the sun setting, snow in the field and felt the engine getting cold that I had the desperation and extra 1/2" of finger needed to get it on the t'stat nipple.

Saabs are horrible to work on! I remember having to unbolt and raise the motor for a damn alternator and water pump on 1999 9-5 se.

Hardest job on a Mercedes must have been the head job on my 1985 500sel.
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  #43  
Old 12-27-2009, 12:37 PM
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Dropping and replacing the rear end has been my most difficult task to date. But it was really more time consuming than difficult because I did it with no assistance.

Right behind that would be removing and cleaning the intake manifold or replacing the gasket between the block and the oil filter housing. Both of those jobs were a PITA.
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  #44  
Old 12-27-2009, 12:59 PM
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Quote:
Originally Posted by 4x4_Welder View Post
Really? I yanked a worn-out NP435 out of an 84 F250 4x4 and replaced it with a built C6 without having to lift the cab. I did also lift the truck and do a straight axle swap, plus it was on 35s.
It was a small block bell C6, I don't know how much that really changes things though. I just figured the floor pan was essentially the same through 96, so the ZF would have fit. Never really had hands-on experience with the IDI engines though.
Yeah this one is a 4x4 too, but the F250s with the 6.9 diesels are a little different animal. There are no small-bell trannies, meaning that the clearance between the tunnel and tranny is really tight.

The T-19 came out easy - because it has a separate bellhousing. But getting the ZF-5 back up in there, with the turbo up and down pipes running behind the bellhousing, was a challenge. Unfortunately the down pipe flange bolts were rusted to the point I was afraid they would twist off so I couldn't remove it.

Also, keep in mind that with an auto you don't have to get things lined up perfectly while they're still 4" apart and then keep them aligned while you slide them together. With an auto things don't have to line up & slide together until they're about an inch apart. Swapping in an auto is usually easier than a manual IMO.
__________________
1984 300 Coupe TurboDiesel
Silver blue paint over navy blue interior
2nd owner & 2nd engine in an otherwise
99% original unmolested car
~210k miles on the clock

1986 Ford F250 4x4 Supercab
Charcoal & blue two tone paint over burgundy interior
Banks turbo, DRW, ZF-5 & SMF conversion
152k on the clock - actual mileage unknown

Last edited by rcounts; 12-27-2009 at 07:58 PM.
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  #45  
Old 12-27-2009, 02:24 PM
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Most difficult or most frustrating?

The most frustrating job I ever did was replacing the power brake booster on a 300SD. You have to be part possum (hanging upside down) part contorsionist and have some odd tools such as a 2 foot extension to get to the mounting bolts under the dash. It is doable by someone with lots of patience, like maybe Job.

The most complicated was rebuilding the transmission in my 1963 Olds Cutlass. It was an experimental automatic with no torque converter and used only in 1961 to 1963 Oldsmobile compact cars. No transmission shop would touch it. Olds dealers would claim the car was never made, it didn't show up in their micro-fiche parts list. Without any documentation, and using a parts tranny, I managed to get it done and drove the car for another 10 years until my first ex totaled it.

The most difficult was replacing the glowplugs on a 1985 diesel Jetta. There was no clearance anywhere for a man to get to them. Fortunately, my second ex was adventurous enough and small enough (5'4" 105#) to be able to get a wrench where it needed to be. I suspect the the dealer method was pulling the engine.
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