W110 Heckflosse Project (1966 200) - Page 3 - Mercedes-Benz Forum

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post #21 of 144 (permalink) Old 01-20-2011, 05:46 AM
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Originally Posted by bfrymire View Post
Great work. I will look at that type of motor. Wonder if the head will fit mine...

My head is still holding up, but, I know it's just a matter of time.

Is that a sidedraft carb? And I like your AC compressor better than mine!

Thanks for all the good information.

-- brett
Thanks! M115 head is very much different from M121 head (water jacket location). AC compressor is SANDEN 508/9 rotary type and used to be R12 but changed to R134a to comply with our country's clean air act of 1998. R12 is now prohibited to use in AC systems.
Yes. Stromberg is a sidedraft type carburetor it's a 175 CDT (175 is the size of bore; CDT=> constant depression w/ temperature controlled choke), what I like from carb is very easy to maintain due to few moving parts and parts are easy to get (diaphragm replacement mostly because of wear and tear part and age).
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post #22 of 144 (permalink) Old 01-20-2011, 09:00 PM Thread Starter
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Next stage: EFI for old Mercedes 200

Ok.. This would be a good time to show where I am going. The Stromberg makes life easier, and simpler. What I am planning is more complicated, but I believe more reliable for the long term. And thanks for the info on the M115 head.

I am planning an EFI conversion for the W110. Here's a diagram of what I am planning which also shows the components needed. This conversion should be relatively inexpensive. If you consider the costs of rebuilding the carb, and maybe purchasing replacements, this can be better.

Overall conversion cost should be about $400 or so.

As you can see, I am going with a Megasquirt II. I will also be adding EDIS later on.
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Last edited by bfrymire; 01-20-2011 at 11:21 PM.
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post #23 of 144 (permalink) Old 01-20-2011, 09:26 PM
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Originally Posted by bfrymire View Post
Ok.. This would be a good time to show where I am going. The Stromberg makes life easier, and simpler. What I am planning is more complicated, but I believe more reliable for the long term. And thanks for the info on the M115 head.

I am planning an EFI conversion for the W110. Here's a diagram of what I am planning which also shows the components needed. This conversion should be relatively inexpensive. If you consider the costs of rebuilding the carb, and maybe purchasing replacements, this can be better.

Overall conversion cost should be about $400 or so.
intake manifold from OM616 (240D) will fit in the M115 engine? the intake's design is to boost torque at low engine speeds. what you're missing in the diagram is IAT(intake air temperature sensor) label
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post #24 of 144 (permalink) Old 01-20-2011, 11:17 PM Thread Starter
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Yep, I just forgot to label the IAT. There are some more fixes to the diagram as I go. Pictures of some the bits and pieces will follow.

I was told the 240D manifold is suppose to fit. I looked at it and it looks right, but I will know for sure when I try and fit it. Something a grinder can't fix, eh?

And low end torque is fine for me. This not to be an autocross car. Though the second stage of this build will get even more interesting.

Stay tuned.

-- brett

Last edited by bfrymire; 01-20-2011 at 11:19 PM.
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post #25 of 144 (permalink) Old 01-27-2011, 01:19 AM Thread Starter
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Temperature Sensor Detail

For the EFI, I am going to use a GM sensor mounted in the upper radiator hose. Here's a picture of the adapter and senseor.

I will be taking some pictures of the TBI this weekend.

-- brett
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post #26 of 144 (permalink) Old 01-27-2011, 08:27 PM
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Great! I'm keeping close tabs in this one Brett. Also, for the EDIS set-up.

Last edited by Takernz; 01-27-2011 at 08:33 PM.
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post #27 of 144 (permalink) Old 01-27-2011, 08:32 PM Thread Starter
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Originally Posted by Takernz View Post
Great! I'm keeping close tabs in this one Brett. how about the Ignition system, going to EDIS maybe?
Yep. My schematic shows a page 2, which I haven't completed yet. But, it will be EDIS. In fact, the first iteration will use the disty to trigger the coils, and may happen first. Later, I will install a trigger wheel, and then it will work the best.

I have almost all the parts needed at this point, except the intake manifold. I had one in my hands but, forget to bring deep sockets with me. Went back later, and the car was gone!!!!!

One step at a time.

(Just realized, I have not posted my latest schematic which corrects some errors, and has more information including EDIS.)

-- brett
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post #28 of 144 (permalink) Old 01-27-2011, 11:42 PM Thread Starter
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New schematic of the EFI Portion

Here's the updated schematic.
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post #29 of 144 (permalink) Old 02-01-2011, 12:22 AM Thread Starter
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More EFI Details: GM TBI

Here's the TBI I have selected. Some advantages:

1. Simplicity. No fuel rails, built in components. Correctly sized for the 2.0l motor
2. Cheap, and plentiful.


Here's some pictures showing the TBI, and you can see it is 40mm throttle size. And some critical components are built in. Notice I made sure I cut the harness to include enough pigtail to splice to my fabricated harness.

As you see it, I paid $50 for it. That is almost the cost of just one injector!
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post #30 of 144 (permalink) Old 02-01-2011, 09:33 AM
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Originally Posted by bfrymire View Post
Here's the updated schematic.
This is a really great project. I'm looking forward to see how it turns out.
Looking at your schematic, One thing I noticed is that there is no provision for a wide band controller. If you plan on using a WBO2, you're going to need the controller. Even though MS says it works with a narrow band sensor, I wouldn't recommend it. Whatever money you save up front, you're going to end up spending later in extra time and effort trying to tune it. This is the WBO2 I'm using.
14Point7
I don't think the relay board is necessary. Most of your wiring will be coming straight out of the MS box. My whole setup uses 1 single bosch relay.
TBI is ok if it gets you on the road, but MPFI makes a world of difference. I know its complicated on older engines that never had an off the shelf fuel rail but I would try to find a work around.
I would budget about $500 for the complete setup. Thats how much my MS2 setup cost and that was using a lot of JY parts like injectors, sensors, plugs, wiring etc.
I would mount the intake air temp sensor outside the engine bay. The problem I ran into was heat soak after parking a hot car for about 20-30 minutes. MS is extremely aggressive with the air temp compensation. So for example when the temp under the hood gets up to 140f, it reduces fuel by ~20%. This causes the engine to run extremely lean for the first few minutes until enough air flows through the manifold to cool it off. I have my air temp sensor mounted under the front bumper and works very well.
good luck


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97 E300 DIESEL

Last edited by tjts1; 02-01-2011 at 09:43 AM.
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