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  #61  
Old 09-16-2012, 09:41 PM
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AMG E36T(W124) '1995' - YouTube

1988 Mercedes Benz AMG Mallet 300TE 6.0L 16V V8 Wagon For Sale - YouTube

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  #62  
Old 09-17-2012, 11:52 AM
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Quote:
Originally Posted by EuroRash View Post
Just the though of having almost another 100hp in my TE was worth thinking about the possibility.
Get NOS or forced induction for the M103. NOS would be the absolute cheapest option.



Quote:
Originally Posted by EuroRash View Post
Though transferring a M104 or going turbo sounds like it would be easier.
Easier than a V8, yes, but still a nightmare.



Quote:
Originally Posted by EuroRash View Post
I still would like to permanently convert my 4M to RWD, don't care if the front dif (mated with pan) has to stay.
Dude! If you don't need AWD, Dump the 4Matic and buy a nice .092! You'll be about ten thousand dollars ahead in the long run, not to mention about a thousand hours labor too. Then you could look into a C36 swap and/or NOS on the .092, or a supercharger like whippleM104 did on his M104 on MBWorld.

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  #63  
Old 12-24-2012, 11:37 PM
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Swap 87 300D om603 to a 92 300TE M103

I have removed the M103 Engine/Tranny/drive shaft from my 92 300TE and put in the OM603 Engine/tranny/drive shaft from my 87 300D. Use the existing 2.87 Differential for now.

I cut the electrical wiring at the firewall so that the EDS, AFM, EGR Sol, Air Recircl Sol, etc harness are still with the engine.
So far, I have done the following on the electrical
- Convert the 300TE Instrument cluster to Diesel format by just replacing the warning light plastic strip from "check engine" to "Preglow icon" and also removing the "Premium Unleaded" wording from the fuel gauge.
- Wired the 0.75 BK wire from the Preglow timer relay to the instrument cluster "Preglow bulb"
- Replace the 300TE brake booster vacuum line with 300D vacuum line.
- Replace the 300TE key ignition assy with 300D key ignition and connect 2 vacuum lines to the injection pump and brake booster vacuum line.
- Remove the entire windshield/headlight washer hose line from the hood of the 300D and swap to the 300TE
- Rewired the Kickdown switch / solenoid wiring following 300D.
- Disconnect the 300TE CISe electrical harness and swap in the EDS electrical harness. ( carefully labeling the fuse/relay box during swap)
- Remove the O2 sensor, fuel pump assy & harness from the 300te
- Drain out all gasoline from the 300TE gas tank.

Question:
1. Do I have to put a Fuel tank strainer at the bottom of the tank? If I connect a diesel hose from the new fuel tank strainer to the pre filter, the fuel line at the end of the strainer is low and visible from the rear. Any better way?
2. Do I have to flush the fuel tank? I have emptied the gas tank for 4 months now, so remaining gasoline should have evaporated.
3. The 300D comes with 2.65 Differential and the 300TE has 2.87 Differential. Any problem if I keep the 2.87 Diff with the OM603 engine/tranny?
4. The Hall Effect Speed Sensor is connected to the CISe in the 300TE. Where should I connect this in the 300D?

Appreciate any help
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  #64  
Old 12-25-2012, 01:59 AM
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2. I wouldn't bother. Enough folks have run these engines with a gallon or two of RUG without issue.

3. Shouldn't be a problem. IIRC the 86-87 SDL runs a 2.88 diff. You'll give up cruising mpg in favor of livelier acceleration.

4. The tach connects to the 603 flywheel sensor. IIRC the signal goes thought the EDS module. I don't remember if EDS does something to the signal or simply passes it on. You're running the Diesel tach, right? The gasser tach won't properly display the flywheel sensor signal. IIRC you need a Diesel Klima relay and cruise amp to operate those features.

Sixto
87 300D
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  #65  
Old 12-25-2012, 09:54 AM
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Ditto what Sixto said.

1) No need for the in-tank strainer.

4) I think you are confusing the Hall sensor with the flywheel sensor. As Sixto said, the flywheel sensor goes to the EDS, you'll need the diesel EDS, KLIMA, and tach. The Hall sensor is actually on the back of the speedometer, the output is used for the cruise control, radio, etc.
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  #66  
Old 12-25-2012, 12:06 PM
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Exclamation

Quote:
Originally Posted by gsxr View Post
Get NOS or forced induction for the M103. NOS would be the absolute cheapest option.




Easier than a V8, yes, but still a nightmare.




Dude! If you don't need AWD, Dump the 4Matic and buy a nice .092! You'll be about ten thousand dollars ahead in the long run, not to mention about a thousand hours labor too. Then you could look into a C36 swap and/or NOS on the .092, or a supercharger like whippleM104 did on his M104 on MBWorld.

The TE was a PITA so I sold it for $4k and bought a Ford Ranger. It's a Xcab 4x4 and has a 4.0 V6. Best decision I ever made. Good power, has clearance for off road, and I can load more parts and tools.
Not to mention, turbos and superchargers are common and affordable for this engine, and parts are a fraction of the cost vs the TE. I'm glad I never had to replace a tail light. Good luck finding one, and the cost...

The fluid stains on the street, are from the TE.



Also found a nice tonneau cover for the rear bed at a steal. $700+ value for only $50.

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Last edited by EuroRash; 12-28-2012 at 01:17 PM.
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  #67  
Old 12-27-2012, 03:36 PM
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The older I get the less I feel like working on cars....

Good choice with the Ford product!
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  #68  
Old 01-09-2013, 07:11 PM
bkc bkc is offline
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galvanized fuel tank

Any thoughts from anyone as to whether there are any problems with using the gas tank? I've heard that the gas ones are galvanized and that the diesel corrodes the zinc, causing it to end up downstream (plus presumably damaging the tank). Is this a genuine issue and, if so, any good/cheap solutions? I haven't seen anything about this on that various forum threads for conversions.

(I'm slowly converting an r129 to use the om602 out of my wrecked w124.)

Thanks,
-bkc
__________________
1976 240D [W115.117/616.916] (acq 11Jun76)
1990 MB 300D 2.5 Turbo [W124.128/602.962] (acq 4Sep15)
1991 SL250D (ex-300SL-24) [R129.061/OM602.962/722.6, was M104.981] (acq 25May12, converted to diesel)
1993 Jeep Cherokee [XJ] (acq 12Apr14)
2008 E320 CDI [W211.022/642.920] (acq 27Jan24)

-- Deceased...
1993 300D 2.5 Turbo [W124.128/602.962] (totaled by Dominos driver 28Mar12)
2007 E320 CDI [W211.022/642.920] (totaled 18Dec23)
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  #69  
Old 05-16-2013, 01:12 PM
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conversion

you should check out
> > Station wagon converting to diesel
and a 606 would be a better engine for a R129
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  #70  
Old 05-22-2013, 12:27 AM
bkc bkc is offline
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606 v 602-on-hand

Thanks, an additional useful thread.

And yes, a 606 would be ideal, but

a) I already have a near-pristine 602 on hand from my w124 that got wrecked by a Domino's Pizza driver (all body damage, no mechanical) -- had just replaced the timing chain, and had owned and maintained it for the previous seven years, so it is known to be solid (and "free")

b) with a 606 I would have a lot more electronics to deal with, or else convert down 603 mechanical parts which would lose much of the benefit of the 606 I think

__________________
1976 240D [W115.117/616.916] (acq 11Jun76)
1990 MB 300D 2.5 Turbo [W124.128/602.962] (acq 4Sep15)
1991 SL250D (ex-300SL-24) [R129.061/OM602.962/722.6, was M104.981] (acq 25May12, converted to diesel)
1993 Jeep Cherokee [XJ] (acq 12Apr14)
2008 E320 CDI [W211.022/642.920] (acq 27Jan24)

-- Deceased...
1993 300D 2.5 Turbo [W124.128/602.962] (totaled by Dominos driver 28Mar12)
2007 E320 CDI [W211.022/642.920] (totaled 18Dec23)
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