My friend that did the 3.2 M104 swap into Rolexbenz190e's car is doing a 500E (1992 500SEL W140) motor into his personal ride.

I am very excited to see it. He just started, and he got the engine into the car, and it looks like it will clear with some "minor" amg hammer style modifications aka, beat the firewall with a hammer. And it should be one mean machine.

Just had to tease everyone!

Austin

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Current Stable:
1994 S500 v140, 210k miles, white with grey.

Former Mercedes in the Stable:
1983 300CD Turbo diesel 515k mi sold (rumor has it, that it has 750k miles on it now)
1984 300CD Turbo Diesel 150 k mi sold
1982 300D Turbo Diesel 225 sold
1987 300D Turbo Diesel 255k mi sold
1988 300 CE AMG Hammer 15k mi sold
1986 "300E" Amg Hammer 88k mi sold (it was really a 200, not even an E (124.020)
1992 500E 156k mi sold
etc.

And here I am ordering flex disc kits..

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'90 300SE 298k
-300K and it gets put into retirement.
'80 300D 255k Purchased new by family in 1980.

Had a:
1973 220 (gas)
1980 300SD
1992 400E

Oh yeah, when you put 325+ horsepower through a 190E, problems you didnt even know existed will show themselves very quickly, aka all the rubber parts.

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Current Stable:
1994 S500 v140, 210k miles, white with grey.

Former Mercedes in the Stable:
1983 300CD Turbo diesel 515k mi sold (rumor has it, that it has 750k miles on it now)
1984 300CD Turbo Diesel 150 k mi sold
1982 300D Turbo Diesel 225 sold
1987 300D Turbo Diesel 255k mi sold
1988 300 CE AMG Hammer 15k mi sold
1986 "300E" Amg Hammer 88k mi sold (it was really a 200, not even an E (124.020)
1992 500E 156k mi sold
etc.

I'm not the hot rodder type, but I've gotta ask- how is he going to fit that engine into a 201 engine bay. I mean it barely fit into the 124 cars.

What transmission will be used?

Sounds like it is going to take some serious fabrication skills to pull that conversion off!

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'90 300SE 298k
-300K and it gets put into retirement.
'80 300D 255k Purchased new by family in 1980.

Had a:
1973 220 (gas)
1980 300SD
1992 400E

The tranny is already in the tunnel. The motor is in the bay. Some precise and delicate pounding will be done but just by eyeballing it, it is clearing the steering box and sides fine. A good custom fabricator is an understatement for this guy. I've listed some of his other projects before: 2 190E 3.2's, my old 190E 3.8, 240D 5.6, 500SEC 6.0 32v transplant to name a few. I have no doubt he'll get it to work. It will be for sale when finished most likely, for the right price.

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Mike
-W126C 560SEC 040 Black
*6.0L AMG M117 32v Hammer
-W163 ML320 Brilliant Silver
-W124 300E Pearl Black

Lovely..! See if you can get us some pics!

Might be helpful to him.. someone here on elsewhere on the net might want it

Russ

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190E's:
2.5-16v 1990 90,000m Astral Silver
2.0E 8v 1986 107,000m Black 2nd owner
http://www.maylane.demon.co.uk/190esmall.jpghttp://www.maylane.demon.co.uk/190esmall2.jpg

sounds like a nice project,,,,,,should make for a fun sleeper.

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Alain
independant MBZ tech since 1981
http://www.motorsportlegendsks.com/

Just for clarification. The 500 engine from a 140 is not quite the same engine as a 500E. The 500E has about 25 more HP.

Tom
92 500E

Not disagreeing here but just further clarifying

Did the W140 not have the M119 V8 first, the same one as the 500SL?
That would make the same power as the 500E, but less torque as the 500E was alone in having LH jetronic ignition.


I would have thought maybe the later W140 got the less powerful 3-valve V8 currently found in the S-class and SL (306bhp)

Russ

__________________
190E's:
2.5-16v 1990 90,000m Astral Silver
2.0E 8v 1986 107,000m Black 2nd owner
http://www.maylane.demon.co.uk/190esmall.jpghttp://www.maylane.demon.co.uk/190esmall2.jpg

according to this

http://www.mbusa.com/brand/container.jsp?/overview/index.jsp?persist=false

The 500E Motor and the 1994 S500 Motor have the same figures.

25 horsepower out of 322 is only ~7%, which in a 190E won't matter much, the same thing will happen either way.

__________________
Current Stable:
1994 S500 v140, 210k miles, white with grey.

Former Mercedes in the Stable:
1983 300CD Turbo diesel 515k mi sold (rumor has it, that it has 750k miles on it now)
1984 300CD Turbo Diesel 150 k mi sold
1982 300D Turbo Diesel 225 sold
1987 300D Turbo Diesel 255k mi sold
1988 300 CE AMG Hammer 15k mi sold
1986 "300E" Amg Hammer 88k mi sold (it was really a 200, not even an E (124.020)
1992 500E 156k mi sold
etc.

Strange isn't it, that even though the C and E classes went to the new M112 and M113 V6's and V8's in 1998, the W140 S classes kept the M119 V8 and the M104 straight 6 all the way to the end of the production run in 1999.

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Paul S.

2001 E430, Bourdeaux Red, Oyster interior.
79,200 miles.

1973 280SE 4.5, 170,000 miles. 568 Signal Red, Black MB Tex. "The Red Baron".

Also strange was the fact that W126 cars kept the M116/117 motors until the end of production in 1991 and the 1990-1991 R129 SL's had the new M119 motor with the same fuel injection system as the M116/117. I'm pretty convinced that Mercedes "magically" came up with the M119 DOHC by studying the M117 AMG DOHC, produced 5 years earlier by AMG. Same bottom end with "new" 4-valve technology.

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Mike
-W126C 560SEC 040 Black
*6.0L AMG M117 32v Hammer
-W163 ML320 Brilliant Silver
-W124 300E Pearl Black

BTW, the block "aka bottom end" from a 117 and a M119 are not the same thing....they both have 8 big holes in em aligned 90 degrees to each other but they diverge a good bit from there. Nikel-silicon-carbide (or something similar) cylinder liners, alloy construction, etc in the M119 vs the old "hunk of steel" block from the 117's to name a few.... The amg heads from early "hammers" are totally custom and are not a "bolt up" swap for M119 cylinder heads. The M119 bits also have variable valve timing on the intake cam vs no adjustability on the AMG custom heads.

Lee

Would you flair the front fenders like a 500E?

I never insinuated that the heads from the AMG were "bolt ups" for the M119, you just have to admit that coming up with 4 valve head technology may have had something to do with the power efficiency achieved in the AMG heads. The variable valve timing technology came along with the extra 5 years it took to make the 32v motors. The M117 and M119 bottom end are very similar as far as esthetics and design. The M117 560 crankshaft is used in the M119 6.0 AMG motor so there has to be some balance similarities there.

__________________
Mike
-W126C 560SEC 040 Black
*6.0L AMG M117 32v Hammer
-W163 ML320 Brilliant Silver
-W124 300E Pearl Black