I found that the m117 engines are generally a joy to work on, nearly as easy as the om617, but maybe I'm just weird.

I suppose I might need a special tool for head bolts behind the cam towers, but I haven't had need to work in there.
I did buy a set of long hex sockets, but that was to reach some bolts to remove the AC compressor without taking it apart in the order that the manual thought it should be. I wasn't going to vent a working R-12 system just to remove the engine!

__________________
-Josh
Testing the cheap Mercedes axiom, one bolt at a time...

Let's put it this way:
My wife has a Ford E-150 Conversion van, loaded, have owned it since new and performed ALL maintenance. It has been dependable, leak-free, and the belt takes around 15minutes to change. It's around 110,000 miles so far and has towed a fair amount.

My Land Rover was more dependable and had less leaks than any gas Mercedes I've owned. Belt took around 1/2hour to change. I did have to clean the stepper-motor (idle air valve) around 90,000miles, sold it about 100,000miles.

Of the Mercedes I've owned, the first was my '91, which I owned from 1week-old to about 120,000 miles. Leaks and problems plagued it from about 36,000miles. I had it serviced so I don't know the belt changing time (M103), but sure took it in the wallet whenever it was in for service.

My current gassers, M104s, are complicated and not IMO designed well for service. The chassis is good, I've had two 124s with diesels, and the maintenance on the M104 engine alone IMO is much more than the entire car with a 603 diesel in it. Ditto with the diesel 201s. All of my 124 diesels and the 201 diesel sold with at least 200,000 on the clock, my M104s have half the mileage, one with an excellent dealer service history, should be fine.

Off my rant, and back out to the garage to battle with the belt tensioner again. If you know the belt tensioner on a 60x just try to find it on the M104/M103.

__________________

Gone to the dark side

- Jeff