Driveshaft update

July 14, 2007

Got my driveshaft back from the shop that welded and balanced it together. Originally they promised to fix it in one week, but it took nearly four weeks. Needless to say I was quite pissed..
Anyhow the shaft fits great, have test-driven Franz now and no strange noises anymore. Got up to 80km/h (50mph) today while testing and it handles beautifully! No rocket but who’da expect that anyways? If I’ve wanted that I could have done what I originally planned, to transplant in a smallblock chevy V8. Glad I didn’t do that..


Old sins

May 20, 2007

When I had installed the neutral safety switch the ingition lock didn’t engage the starter in Park. I thought this was due to a faulty neutral safety switch so I pulled it completely apart like advised this instruction. Very good instructions but I found out the switch was working properly… :/ Could call this wasted two hours but now it definitively will work for a long time, it’s all degreased and lubed up!
I located the fault to my home made transmission lever being too short, so I did lengthen it about 3cm’s, now the safety switch works as it should. Pictured below is the lever.
Tranny lever

Added bonus, modified connector to reverse lights. Original W111-style connector at left and new connectors at right matching the 722-tranny.
Reverse light cable


Hot and cool

April 22, 2007

This is what’s been up lately..

  • Radiator and all hoses are mounted
  • Exhaust system completed
  • Oil filter mounting completed
  • Shift stick linkage completed
  • Let’s begin with the radiator

    It was a fairly easy job. I used a standard Behr-radiator that came along with the 300D-engine. Has an transmission oil cooler in the bottom. The Behr is a bit narrower than the original ’68 radiator so I created simple mountings that holds it firmly in place, shown here:
    Radiator mountings

    Here’s the completed assembly with all the hoses connected. The transmission cooler lines are connected but not shown in the picture. Note how well the heater water connection connects up:
    Radiator assembly

    Then the exhaust system

    The front part came also along with the engine and fitted surprisingly well. Okay there wasn’t much marginals between the steering linkage but it did go in. Everything after the foremost part was the old pipe from the W110.
    Here’s the front part
    Exhaust front part

    And a shot from underneath, some cutting and welding hade to be done for the W123 and W110-parts to talk to each other:
    Exhaust underneath

    The oil filter relocation is also done

    Here’s the completed oil filter plate adaptor
    Oil plate adaptor complete
    (Thanks to Conny for some fabulous welding!)
    The small pipe in the bottom is for the oil pressure line. This normally comes out of the filter housing but not anymore on this engine..

    A closeup of the installation
    Oil plate adaptor installed

    And an overview (a bit messy picture)
    Oil plate overview

    Finally a word about the shift stick linkage

    A pretty straight forward job, there was a clear path from the shifter levers down to the transmission, so all I did was make up an appropriate lengt rod with connectors at each end. Missed to take a picture of this and it’s useless to shoot one now, but if you ever find yourself doing this same job you’ll find the job a piece of cake.

    Other things

    I have to relocate the battery to somewhere else, this is what I had in mind. Inspired by the later models.
    Battery new location?
    It’s the rusty plate with traces of blue in the picture. Fits in to that space, just have to fabricate something that attaches it to the chassis. This is a job for another day though.

    That’s all for now.


    What’s cooking? Oil of course!

    February 20, 2007

    Lack of updates for more than a month, is this project mothballed? No!

    Work has been going on although at a slower pace than before.
    Temperatures here in Sweden has been below 0oC and the shop had no heating what so ever so temperatures there were also .. sub-zero.
    Last week I managed to get my hands on a diesel fueled heater so now we’re able to maintain about 15oC and that’s quite ok.

    Enough rambling, what’s cooking?

    First I did some shortering of the cardan shaft to accomodate the longer 722-transmission (the original transmission is so laughable small it could be from a small motorcycle..). Here’s a picture of the very scientifically exact method (this is a “not joke”..) used in joining two parts of cut-up cardan shaft.

    Cardan shaft cutup
    The leftmost part is what I cut from the W123’s cardan, and the rightmost part is what I took from Franzes original parts. Another picture showing length comparison of the part that I removed from the W111’s cardan, compared to the finished result.

    Cardan shaft cutup
    All in all I think this new combo is about 12-13cm shorter than it was before. It’s only temporarily welded together as you can see, I’m not going to weld this together myself since the end result propably would vibrate my car to pieces.

    Finally a picture of the entire drivetrain assembly.. or not. Quite impossible to take such a picture so this is for your pure Benzophile enjoyment. I promise though, the cardan assembly is all there! Really. Even test fitted the engine again and it all fits perfectly.
    Drivetrain all there

    Use the grease, Luke… I’ve managed to negotiate a deal with a local falafel restaurant, they’re giving me about 20 liters (5 gallons) used cooking oil a week. Nice deal so far since I even haven’t got the car put together.. Oil seems to be of a good quality, did the frying pan test and it shows no water what so ever. Cool! So time to start filtering, bought some nice oil drums to make a filtering assembly of, it’s going to be very similar to this. Here’s a WVO porn picture of the to-be-refinery-drums.

    Drum-o-rama

    Poured over the oil I’ve got so far (2 20 liter buckets) in one of the drums. Man this sh-t stinks horribly! And the stuff I found at bottom of the buckets.. almost threw up on looking at it. The good part is of course that the oil had settled fairly well and left some 2 liters per bucket of this yellowish sludge that I definitively not need in my engine.

    Did some shopping too.

    Found a nice set of injection line heaters on eBay, here’s a pic (fresh outta box). Seller says it will heat up the lines to about 90oC and I have yet to test this but have so far no doubts about it.

    Line heaters

    And finally a real cool deal, got this from UtahBiodiesel Supply. No greaser is complete without one! Matches nicely the original 230S-badge even though it’s made to imitate the W123’s lettering style.

    Biodiesel badge

    That’s about all for now.


    Cleaning part 1

    December 21, 2006

    Got the tranny de-greased and -gunked today.

    Here’s what I had to begin with
    Tranny before
    Pretty awful, huh?

    After two hours washing it over and over again..
    Tranny after
    ..it begun to look real nice! Not resembling a piece of Chinese coal anymore.

    The unfilthing of the tranny did reveal some numbers too
    Tranny numbers

    Some readers may wonder why it took so long time, short answer is that I didn’t have a pressure washer and did the cleaning mostly manually.. Hey, I’m on a budget here, can’t just buy a pressure washer for $200, now can I?