Hi All,

I'm curious about possible engine swaps for a 1970 220 W115, 4-speed, gas.

I'm open to diesel, gas, especially curious as to whether any MB 6 cylinders would fit.

I am NOT trying to do this now, but just like to have an idea for if/when that day comes. I know diesel swaps are popular. Mostly I would be looking for the best combination of power and fuel economy.

Also, when you are mentioning different options will you please list any modification/relocation issues one would have to deal with. Transmission issues?

Cheers!

Anything that went into a W114 body , gas or diesel would fit. Anything that went into a W107 body would probably also fit.

__________________
With best regards

Al

Thanks for your reply. Any suggestions as to which W114 engines are most desirable--would these be compatible with my existing 4-speed transmission?

Anyone out there put a W114 230, 250, or 280 engine in a W115 with good results? I can't find a thread that deals with this, if anyone knows of one..

Cheers!

Engine compartment-wise the only difference is the W115 has the firewall to fender brace and battery tray location.

__________________
“Whatever story you're telling, it will be more interesting if, at the end you add, "and then everything burst into flames.”
― Brian P. Cleary, You Oughta Know By Now

I own a W114 280CE with a 4 speed from the factory. It's pretty fast. If you do such a conversion, the smart money would be to use a CIS injected engine from a later W123 so that you can have a self contained fuel injection system.

__________________
With best regards

Al

Very cool. Do all of the W123 engines fit a W115? I'm assuming not the 6 cylinders?

Also, which of these have oil filters location issues? I think it's the filter, not the pump that I've hear interferes in some swaps. Is this correct?

Thanks

Coastal220:

Re: 115/114 chassis

All 115 and 114 chassis share the same engine bay sheet metal with one exception; the 114s, both coupe and 4-slammer, fitted with the M110 engines lack the firewall-to-wheel arch braces. Those braces were deleted because the cam box of the DOHC M110 is too wide to fit inside the braces. All other inline MB engines of the era, 4, 5, and 6 cylinder, gas and diesel (except the 5 cyl. turbo) fit within the braces.

All of the inline engines of the era are fitted with an intermediate plate at the back of the engine block that mates with a clutch housing or converter housing that has a common diameter and bolt pattern. When engines of different length are installed the trans is located fore or aft accordingly. Consequently the drive lines and shift linkages are of different lengths.

The CIS (K-jet) intake manifold for the M110 engine (sourced from the 123 chassis) does not clear the wheel arch in a 114 chassis. The first application of the M110 in the 114 chassis with fuel injection used D-jet injection with a dedicated intake manifold.

V engines generally do not fit readily in the 115/114 chassis, because of width issues. A 60 degree V6 with the starter on the right side might be a possible.

Note: The braces can be field removed for installation of the M110 engine, thereby duplicating the factory delete of the braces.

Frank,

Thank you. This is the sort of information I was looking for. Have you experience with engine swaps yourself? Any thoughts on what might be just right for a 220?

Also, what kind of trouble does one find when moving the transmission fore or aft as you mentioned--other than the shift linkages and drive lines? How is this dealt with in terms of a manual shifter lever in the cabin of the car?

Best,

Trevor

I think it is the engine that is mounted fore and aft accordingly and not the transmission. On both of my cars (72 250 w114 straight six gas auto, and 76 240D W115 straight 4 diesel stick) the front of the tranny is very close to being in line with the firewall. Both cars have the plate Frank describes. The 4 cyl has a much deeper fan shroud than the six also.

Coastal:

I have done some swaps; as to what is appropriate, you can be the best judge, based on you objectives. Keeping the car a gasser is the simplest route; then engine choice is between mileage and performance, and MB engines of the period (bolt-in) and other engine sources. The MB sixes provide the best bolt-in performance.

As to the trans location; when installing a manual package from a 75 240D donor car in a 73 280, both the drive line and the shift rods were shortened, as the trans was located approx. 1 1/2 in. rearward of the location in the donor. The trans mount crossmember is attached to the floor pan via slotted attach points; keep in mind that the factory planned for a variety of engines and transmissions to be installed in a common chassis.

[ At the clear risk of sounding mercenary, I have a languishing M110 that is looking for a good home. ]

And Frank is in Modesto. Sounds like a good possibility. A M110 AND you get to pick Frank's brain for helpful information. Win-win.

__________________
“Whatever story you're telling, it will be more interesting if, at the end you add, "and then everything burst into flames.”
― Brian P. Cleary, You Oughta Know By Now

Frank,

Modesto is not far, I'm in the East Bay here, so this sounds like a nice option. Is this a carbureted or fuel injected M110? And what kind of shape is it in? Again, I'm in no rush, and likely couldn't pick it up until late December or early January. PM me what you need to get for it, and lets see if we can't work something out.

My best,

Trevor