Exactly correct. With no load, the lock percentage is very low, under 10% (especially with a used clutch pack, where it can be near zero). When load is present it will be 35% max with new clutches. As the clutches wear, the max percentage gradually reduces over time.

This is why an ATB-type (aka Gleason-Torsen) diff is desireable, such as the Quaife, as there are no clutches to wear out. No Quaife is available for the 185mm Mercedes diffs. There are some available for 210mm but most people choke on the ~$1400 pricetag (plus installation). It works very, very well though... better than the clutch type, IMO. I've got one in my 500E.


:chinese2:

I have a few recommendations for those who are doing this. A. find a higher clamping pressure plate than whatever I have. B. Go with the larger flexdisk/yoke setup. C. Put in a different rear end. 70mph I am turning 2000rpm in 5th, 65 @ 1850 or so. It will be great as is for long haul but in town the gearing is wrong.

Is your clutch slipping at high rpm's/power? Mine slips at WOT around 4K rpm. Did you notice the engine is louder? Mine sounds a lot different with the 5 spd.

My clutch is slipping when I try to hoon it up :D... No slipping otherwise. Mine seems quieter actually. Previously my new fan clutch had the fan real noisy but I think some proper engine breaking has broken it in....

For reference, no slipping or abnormal noises are present on my BIL's 1993 300D 2.5T 5-speed.

:balloon2:

Does the 2.5 sit forward? If so that would be way easier.

Day 2 of driving and I am happy. Learning to smooth out the shifting. Wish it would really grab when I'm hooning though. Cant wait to get my new cluster in with working odo!

No, the 602 sits back from the radiator... lots more room up front. I'm not sure if it also moved forward slightly as well, but the gap between fan and radiator is huge on the 124.128 and tiny on the 124.133...

:batman:

I think that some of the Superturbo guys with tuned up 602s, 603s, and 606s use clutch and pressure plate setups from Sprinter vans. The sprinter uses a heavier duty clutch and pressure plate. These were never used on U.S. spec Sprinters, but are apparently fairly common in Europe.

With my 2.5Turbo, using a 2.3L gasser clutch, I don't notice any slippage. Of course, the 603 engine has quite a bit more punch than the 602.

Steve.

I forgot about the clutch... Good one.

Just to fill out some info for this thread's future readers:

1986 300E 717.430 5-speed manual transmission ratios:

1 = 3.865
2 = 2.183
3 = 1.376
4 = 1.0
5 = 0.799
R = 4.218

Differential is 3.07

The clutch disk and pressure plate are 240 mm in diameter, pressure plate contact force is 6300 -7000N.

The M103.983 that year is rated:

net.bhp/rpm = 177/5700
net. lbf-ft/rpm = 188/4400

The info posted above, for the 1986 300E 717.430 5-speed, is correct... straight out of the 1986 300E "Intro to Service" manual, pages 113-114.

There is a minor typo on 1st gear ratio, it should be 3.856, not 3.865, although that wouldn't exactly affect RPM/MPH calculations by much!

:zorro:

This weekend my clutch was slipping at WOT in 4th and 5th. Other than the euro only special order sprinter clutch, anyone know of a good resource that is closer?

I am sorry to hear it's slipping but at the same time it's nice know I am not alone. Either the factory clutch is too weak or it doesn't clamp tight enough. I forgot all my performance clutch websites but they make several for the w201 in three stages.

The ratios are spot on for the 717.411

For the guys with clutch slippage - since the clamping force comes from the pressure plate, perhaps there's a stronger pressure plate available?

Just guessing, I suppose my engine doesn't make enough power to cause the clutch to slip.

SteveM.