I've found a guy parting out a bunch of old MB's, a 250CE among others. First I just had my mind set on the front fenders, but then a thought started taking form in my head (oh God, here we go again...)

If I wanted to convert my '72 250 (twin Zenith carbs) to fuel injection, what would I need to replace? If I take off the inlet manifold with everything dangling from it, plus throttle linkage and fuel pump, will this do?

And the two most important questions:
1. Is this a good idea or something that I will regret with every turn of the screwdriver?
2. Are the FI parts of a crappy old car worth a rat's rear end or would it be like digging up graves for organ transplants?

Any opinion is welcome (Stop me while you still can)

I don't know much about your engine but, with most EFI engines, the FI ports are in the heads, your heads either are plugged here or have nothing there. You'll either need to drill, or get new heads (more likely the latter).

Other than that, I like the way you think. Trying to get an increase from the same engine that's probably served you well since you've had the car. I like modding myself, in case you can't tell by my posts

__________________
Current:
2021 Charger Scat Pack Widebody "Sinabee"
2018 Durango R/T

Previous:
1972 280SE 4.5
2014 Jeep Grand Cherokee Limited "Hefe", 1992 Jeep Cherokee Laredo "Jeepy", 2006 Charger R/T "Hemi"
1999 Chrysler 300M - RIP @ 221k

You will have to swap the entire engine, the IP bolts up to the timing chain, just like a diesel, and the carb engines don't have the flange.

If you can get your hands on a D-Jet setup for the 250, you will only need the wiring, ECU, and head.

This particular change isn't for the faint of heart, I'd recommend looking for a FI car instead.

Peter

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1972 220D ?? miles
1988 300E 200,012
1987 300D Turbo killed 9/25/07, 275,000 miles
1985 Volvo 740 GLE Turobodiesel 218,000
1972 280 SE 4.5 165, 000 - It runs!

The 250CE has D-Jet, so there is no mechanical pump. You do need the electric pump, the ECU, and the relays that control them. You might be able to get away with just the heads, but the whole engine would be better.

We're both nuts. I am getting ready to put K-Jet from a 1978 280SE on my 280C.

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Chuck Taylor
Falls Church VA
'66 200, '66 230SL, '96 SL500. Sold: '81 380SL, '86 300E, '72 250C, '95 C220, 3 '84 280SL's '90 420SEL, '72 280SE, '73 280C, '78 280SE, '70 280SL, '77 450SL, '85 380SL, '87 560SL, '85 380SL, '72 350SL, '96 S500 Coupe

Well, there is always the option of replacing the whole engine, along with the propeller shaft (since mine rattles like a steam engine), but since I don't know the condition of the 250CE I think I'll let that wait. My engine is not too bad, and the manual transmission works great, so let's not upset the apple cart.

Still, this guy is sitting on a GOLDMINE. I haven't seen him yet, but according to his ad he is parting out all these cars:
'70 280SE
'79 280SE
'79 300D
'80 240D
'68 220
'72 220D
'72 250CE

plus a 3.5 V8, a turbo kit for diesels, bodywork for w114/w123 and a bunch of other goodies! Any suggestions for fun bolt-on stuff to buy? I'm already thinking about front fenders (given thay are rust-free) and possibly new seats, preferably leather.

If anyone is desperate for a specific Euro part I can look for it, mind you it will not be cheap to ship from Sweden.

Hello,
Along with all the other stuff, you will need the FI car's fuel tank and lines as well.
Leave it alone, old D-Jet systems do not like to be disturbed, just like T-Rex.

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Nachi11744

Winterfjord, I've actually done this conversion. I had a 250C (with the M130 motor) with worn rings and a dodgy auto. I acquired a 250CE (with the M114 motor) with an excellent engine and trans but a very rusty body. How hard could it be therefore?

You have to swap everything. I mean EVERYTHING. Engine, wiring harness, fuel lines, exhaust (different manifolds) - everything. Even the accelerator linkage. You cant just install the injection wiring sub-harness and control unit - you need to swap the entire body harness - which means disconnecting from headlights back, stripping out from behind the dash (agony!!!) and even the rear harness all the way to the tail lights (for fuel pump wiring).

The M114 and M130 heads are not interchangeable so dont consider just swapping the top ends over. The M114 head will sit on the M130 block but oil and water gallerys do not line up fully and she aint ever going to run right. Fortunately I got this information from someone else who tried it so I went straight into engine swap mode. It took me about 3 months of my precious weekends to complete this "fun" little project and although the end result was a very tidy 250C"E" I wouldnt care to ever repeat the exercise. Not even under duress.

The M130 motor is a breeze to work on (the twin carbs aside) - with plenty of room to negotiate your way around the engine bay. The M114 on the other hand is a complete pig. MB managed to cram far too much gear for the D-jetronic setup on the right hand side of the engine. To say it is cramped does not begin to hint at the complete lack of space for getting any kind of tool near this sucker. IE two days of pain to remove the inlet manifold alone. And that was after several weekends of removing plumbing to actually reveal the inlet manifold. Many phrases incorporating "mongrel dog" were employed over the course of this excercise.

The M130 is a far better engine than the M114 - it pokes out more horsepower for a start and was far more widely available. In short I couldnt recommend this change to anyone but if someone else thinks they would like to have a go at it I'm more than happy to share the infinite details of whats involved.

If you really want more power and an injection set up I would definately find a 280SE or similar with the twin cam 2.8 (the M180 engine? - I forget but someone will correct me) with mechanical injection. There would probably be a similar amount of work involved to my project but the result would be far superior in terms of horsepower and K-jetronic simplicity. I really regretted not going that way with my car, especially as there are plenty of donors around.

Some other things to consider if I havnt disuaded you yet is that various D-jet parts are becoming scare as rocking horse poo - MAP sensors, control units (these are avail but at about $250) and fuel pumps. I know as I have two other cars with D-jet and I'm a little tired of hearing about how Bosch stopped making this that and the other thing "years ago".

__________________
'71 350SL auto
'73 350SL manual
'98 528i (yeah I know but at least its German)

'71 250CE (sold)

It was the M110 twin cam engine that I was thinking of. M180 was another 6cyl SOHC.

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'71 350SL auto
'73 350SL manual
'98 528i (yeah I know but at least its German)

'71 250CE (sold)

I think "D-Jet parts are becoming scarce as rocking horse poo" and "digging up graves for organ transplants" sums it up nicely!

Happy Motoring, Mark

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DrDKW

Very interesting. Please keep us updated on that project. I have a 280C of my own and would like to get rid of that solx w/ FI

__________________
-Randy Wakefield

1969 220D 4 speed (parts car)
1976 280C
1976 280S
1981 240D 4 speed (parts car)
1982 300D
1983 300TD (Ivory)
1983 300TD (gold)
1985 300TD (gray)
1987 190D 2.5
1970 280SEL (sold)
1977 240D 4 speed (sold)
1974 280 (rusted to death)
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1927 Chevy 4 door sedan
1938 Chevy 2 door sedan
1950 Willys Jeepster
1955 Studebaker President 4 door
1977 Ford F250
1979 Glastron 17'
1948 John Deere A
1960 John Deere 2010
1979 Satoh S650G
--
2000 Bichon (Doby)

Wow, it seems like forum threads die much harder than my rebuilding ideas. I've kind of scrapped the whole idea, and although I really appreciate everyone offering their expertise, the few last posts didn't exactly encourage me to pick this idea up again.

My 250 will probably spend the rest of her days breathing through two Zenith's. After all, she could do a lot worse...

Best regards,
Olof Winterfjord

Injector placement in a gasser is not critical for operation. This gives the location engineer complete freedom to put them in the most difficult place he can find. You could get away with just drilling and tapping holes in the intake manifold anywhere near the intake ports. One of the first injector systems, and mod kits, have just one injector somewhere near the throttle plate.

With diesels on the other hand, injector placement is probably the most important issue.