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  #16  
Old 01-13-2007, 10:15 PM
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Location: CA... No. of S.F.
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Yes... hmmm... my data shows...

... shows that IF your tranny is a 722.205, then it most likely came from:
a W115.010 chassis, 1968-73, Non-Diesel 220 gas model with a 115.920I4 engine that developed 116 H.P. and weighed 3165 lbs.

... shows that IF your tranny is a 722.206, then it most likely came from:
a W115.110 chassis, 1968-73, 220D which had a 617.912I4 engine that developen only ~60 H.P. and weighed 3,110 lbs.

Confirm please... do you have a 617 engine to go with your tranny now?

Oh, now I understand... your tranny is a 722.117 that is from a 240D... the same as my 1980 240D's tranny. Our 1980 300D has a 722.118 tranny

Regards,


Last edited by Samuel M. Ross; 01-13-2007 at 10:24 PM.
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  #17  
Old 01-16-2007, 07:19 PM
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Quote:
Originally Posted by Samuel M. Ross View Post
You mentioned the vacuum diagram:
http://www.peterschmid.com/vacuum/1980/617_912.jpg
Q - Do you plan to model the transplant around this vacuum system layout?
Thanks for the link, that pic is very helpful!

Not entirely shure what you mean with your question, but I wont be using more of the vacuum system than absolutely necessary to keep the engine running and tranny shifting! (oh yes and the brake booster too..).
No door locks, A/C or other vacuum controlled.
Maybe later on I could add central door locking to add more of a modern feeling to the car, but that would propably be easiest to accomplish with electric locks.

Thanks so far!
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Tomas, Sweden
1966 Mercedes Benz 230S with OM617.912, automatic. Disk brakes from W108
1983 Mercedes Benz 300TD grey, OM617.912 and 5-speed manual
1983 Mercedes Benz 300TD blue 7-seater, OM617.912 and 5-speed manual
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  #18  
Old 01-16-2007, 08:42 PM
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I think your earlier comment probably reduces my concern...

Quote:
Originally Posted by tompaah7503 View Post
Thanks for the link, that pic is very helpful!
Not entirely shure what you mean with your question, but I wont be using more of the vacuum system than absolutely necessary to keep the engine running and tranny shifting! (oh yes and the brake booster too..).
No door locks, A/C or other vacuum controlled.
Maybe later on I could add central door locking to add more of a modern feeling to the car, but that would propably be easiest to accomplish with electric locks. Thanks so far!
... my concern about getting your vacuum control system to properly signal the transmission so that it shifts as close to properly as is practicable. Your comment that both the engine and transmission you now transplanting... that both of these have worked well together in a previous chassis. So they should work together again so long as your differential is reasonably close to what is needed.

So relative to this diagram, let me make specific comments that I feel might be helpful: http://www.peterschmid.com/vacuum/1980/617_912.jpg
(1) The EGR system [#36 & #60] do NOT need to be connected and used,
(2) The switchover valve [#64 & #68] are not absolutely necessary... but my one hesitancy about this is that this valve disables the bleeding off of the vacuum by the Vacuum Control Valve [VCV] and I believe this "switchover" action might be needed to preventing the transmission from prematurely dropping into a lower gear long before it should... "klunking" as it were.
Back with you later.
Regards,
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  #19  
Old 01-17-2007, 02:15 AM
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Continuing on...

(3) In the diagram: http://www.peterschmid.com/vacuum/1980/617_912.jpg, NOTE that #62 & #63 are restricted orifices that tend to "Throttle" or reduce the strong vacuum capacity of the vacuum pump. This strong capacity is needed for your breaks and possibly other vacuum users but your transmission control system does not need such a strong volume of vacuum... thus these two restricted orifices. The bottom line, be prepared to provide some measure of restriction between the main, large, vacuum line and the transmission control system.
Regards

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