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#31
04-26-2009, 09:00 PM
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<
Which ones ?? The wire from the stalk for P/F should be under the fuse box. Look for a W/Pur-Vio wire taped back. That wire has to go on fuse 10, but on the headlamp side of the fuse, not the feed side of the fuse. That is where they did not hook the wire up at the Factory for US versions. Hooking it back up will get you P/F feature. [ It has been said that sometimes they did not hook it up at the stalk end , but I have never seen that to be the case.] If you have the schematic, it should show Section "b" of the stalk.. [ Item 29] ...that is the intergraded P/F switch and it is fed from fuse #1, thru the stalk sw, and on to high beam connection at fuse box-#10. So, that is how they get 12v to the high beams w/o the headlamp sw ON... The chain is : fuse1 to > stalk sw " b " > to high beam fuse 10, [ but on headlamp side of fuse]...that gets you momentary stalk highbeam control, regardless of daytime , headlamp sw , or even ign sw all being OFF..it is a fuse #1 feed, which is always HOT. So, with the schematic and this info, you can trace it out simply enough. Note that b/c of the fuse #1 being feed for this function only, P/F circuit fuse protection is not from high beam fuse 10, but rather fuse #1 b/c the wire that has to be hooked up @ fusebox is hooked on the beam side of fuse 10, taking fuse 10 out of the P/F circuit..the fuse 10 connection is only used as a connection terminal point for the P/F wire to connect to the high beam feeds.......
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A Dalton Last edited by Arthur Dalton; 04-27-2009 at 08:54 PM. 
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#32
04-27-2009, 08:32 AM
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This 109 is a 75,000 mile two-owner car with all paperwork, parts catalog, owners manual, spare key fob, even the special locking tool for the antenna. It was in such good shape, I chose to drive it from Atlanta to Palm Beach Gardens, FL when I obtained it 3 1/2 years ago. The previous owner had only had it a short time. He too had plans to restore it, but he was scared off when he came to realize that 6.3 could be the multiplier of the costs of restoration compared to a more conventional MB. He thought the power steering was a ghost, so he really wanted to get rid of the car. I will never forget his expression when, in his front yard, we bled the air out of the PS pump and drove away. After the sub-frame and swing axle were removed for overhaul, we installed reinforcement plates to the frame just aft of the engine. This area has always been subject to cracking especially in the 109's. The Bosh electric fuel pump was replaced by a high performance high pressure-high flow positive displacement Mallory 140 Series. The swing axle was replaced with a rare NOS unit with an integral oil cooler. The sub-frame was refurbished as new. The braking system was completely rebuilt with a later master cylinder and booster and ventilated rear discs and SS lines. The steering box was rebuilt. And, of course, the air suspension. The interior was removed and the roller was sent to the paint shop for complete restoration and repainted to the original factory color which is a rare burgundy. The exhaust system was replaced with a SS exact replica of the original. The M-100 now in the car was actually obtained several years ago from a parts car and was rebuilt to replicate the AMG M-100 as used in the "Rote Sau." I had NOS cam shafts which we had reground by Crane. Amazingly, the flow check of the cylinder heads resulted in no modifications. The MB valve springs were replaced with progressive Chevy springs. The oversize Mahle pistons were peened and hard-coated and brought the displacement to around 6.7 litres. The engine components were rebalanced and assembly was accomplished with the utmost care. Compression ratio is about 12 to 1. The injection pump was rebuilt accordingly by Fairchild to accommodate the larger displacement motor. The factory headers were sent to Jet Hot and coated silver. The original air filter can was removed and an extended K&N unit was fitted to the throttle body. This also keeps the air intake away from potential water (not that this auto will ever see rain again).The cold-start circuit was modified to incorporate a MB delay switch in addition to the temperature sensor to function better in a warmer climate. The transmission was completely rebuild to factory new specs. The drive shaft was completely re-manufactured. The A/C was converted to 134 and a rotary Sanyo compressor was fitted. Modern AC hoses were fabricated and a later style dryer with a temperature switch for the aux fan was fitted. Bi-Xenons were fitted to the top two Hella quad H4 headlamps. The bottom Hella H4's remain with 100 watt halogen ultra-white bulbs. All wood was sent to David Chamberlain in Colorado for total restoration. All rubber moldings and seals have been replaced including the window eyebrow wipes. All vacuum servos were replaced. All seat leather was replaced to original specification as were the carpets. The original headliner was perfect and remains intact. The original 4 ohm speakers have been replaced with 8 ohm units and a modern radio fitted to the original harness. When the Becker was removed it was still sounding very good. A 15.4" Nardi steering wheel replaced the original. As I live in Germany about 6 months each year, I was able to find a set of 15" Fuchs wheels which I had stripped and powder coated. This improves handling noticeably. An Audiovox digital, servo cruise has been installed using an MB control switch mounted in the console as was done in some of the MB's of the 80's. That's pretty much all of it, but as you can imagine there were many little changes here and there. Over all we're very happy with the result. MB of Germany and the folks in Affalterbach have encouraged me to bring the car to Germany for some events . . . perhaps next year. Again Art, thank for your help. Regards, Steve Silver
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#33
04-27-2009, 11:45 AM
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Very Good.
Danke
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A Dalton
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#34
04-28-2009, 12:47 PM
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YIKES!
 Yesterday, while replacing the neutral safety switch, the car was on a ramp lift (but on the ground) a tech needed to move the position of the front wheels. He started the engine with the gear selector was in reverse. Result - - - Totaled the left front door on the vertical post of the lift as the door was open as the car lurched backward. Best thing was that nobody was injured as the tech was sitting with his legs hanging out of the car. Could have been very serious. We have a replacement door from a parts car.
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#35
04-28-2009, 12:52 PM
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>as the tech was sitting with his legs hanging out of the car>
..instead of having his foot on the brake where it should have been.. I see guys working on cars do that all the time...see them just reach in thru the open wimdow and turn the key. Stupid !
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A Dalton
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#36
04-29-2009, 05:49 AM
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I have seen that so many times!. Thank god for insurance because not only will the door be destroyed (109's have different doors to to W108's) but the A pillar alignment will now be miles out of line. The front fender will have to be removed and the entire pillar checked.
The firewall mounted Switch should have been checked with coil lead detached,normal safety proceedure. The other times i have seen this happen is badly adjusted switches on W111,112 and 108's where the car can be started in gear and on 6.3's with bad engine mounts and the car can drop into gear with a good rev of the engine... Steve,What was the part Number of the pistons you got? Getting proper high compression pistons is almost impossible for 6.3's because Daimler only offer the low crown US versions now.
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#37
04-30-2009, 10:53 PM
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#38
05-01-2009, 03:16 AM
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The doors have a chrome trim on 109's so the window frame is completely different to a W108.On Fronts this isn't a problem,just cut the window frame from a 109 door and weld it to the door base but rear doors are a problem because,although new skins are available from Daimler,niemoller etc ,the longer Chrome frames are getting very rare.
Pistons from Daimler are all low crown dish type now giving and 8-1 compression. The main difference is the height of the crown to the gudgeon pin center. proper normal compression (9-1 ) pistons should protrude into the gasket area 020 ". Th new pistons are actually below deck height which is why i would like to find a set of high compression pistons which are the same as the originals. I drive my 6.3 daily and love it!!
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#39
05-01-2009, 01:21 PM
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You are absolutely correct about the high compression pistons extending about.020". However, I always assumed the chrome could be removed from a 109 door and simply installed on a 108 door. You speak as if you have been to that rodeo before. I just found a rust-free California desert 108 with perfect bumpers, doors, trim and body panels. The finish on the wood, of course is gone, but the wood is intact. I am having much of it dismantled. BTW, if you want the best wood restoration anywhere (and I'm including Europe), for me, Dave Chamberlain in Colorado is the place. His work is remarkable.
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#40
05-01-2009, 07:05 PM
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I Work on them for a living and know the W111 through to the W126 initimately.
Whether that is good or bad I dont know... 
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#42
05-02-2009, 10:54 AM
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...and it's Terminal.
__________________
A Dalton
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#43
05-22-2009, 11:50 AM
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