108 auto trans clunk - 3 position solonoid - weber carbs - Page 3 - Mercedes-Benz Forum

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post #21 of 28 (permalink) Old 03-21-2012, 01:23 PM
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Something made me think of this today...did you get it resolved?
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post #22 of 28 (permalink) Old 03-21-2012, 02:39 PM Thread Starter
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Something made me think of this today...did you get it resolved?
It is on the back burner now. The plan is to find an old 108 with fuel injection and get parts from that car. But I am satisfied because I understand the problem and I understand at least one solution. It amazes me that Weber is clueless about this however.

Currently: 1967 250 SL, 1963 220Sb, 1965 300SE Lang, 1971 280SE parts car, 1972 Alfa GTV, 1965 Alfa Duetto, 1993 BMW R100R
Past: 1971 250 C, 1985 300 TD, 1967 250 S, 1968 280 S,1981 300 D, 1982 280CE, 3 Facel Vegas, Borgward Isabella Coupe, Alfa 2600 Sprint, Volvo P1900 (yes), numerous less interesting Volvos, ...
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post #23 of 28 (permalink) Old 08-05-2012, 10:26 AM
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Vehicle: 1967 250S, twin Weber carbs, automatic trans, power windows, A/C, R134a conversion
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1967 250 S Trans Clunk

You are not alone.....

I too made the Weber conversion, contacted them for a fix, and found no relief from them. They are certaily aware of this problem and many owners have complained about it over the years. I believe they do not see a profit and therefore will not tool the fix for the limited number of owners out here.

I eventually chose to take the matter into my own hands and constructed my own fix out of random parts and a Radio Shack micro switch (the switch is not automotive grade durable though). The assembly sits at the end of the throttle linkage and is activated when the linkage moves in a horizontal position. It looks awful but it works. I later made a heat shield for it to extend its life. The assembly does need frequent adjustment which I do when tinkering under the hood. It also sometimes increases the idle because the linkage does not return to its proper position.

This Fall I plan to start using the car as a daily driver so I plan to update this assembly to a more durable design. Maybe I'll create something for sale to other W108/920 owners that at least appears factory installed. For me the visual of factory made is also very important.

P.M me if you have questions
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post #24 of 28 (permalink) Old 02-17-2014, 08:02 PM Thread Starter
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Followup - yes it got revolved with a microswitch fabricated by the weber redline tune up shop.
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Currently: 1967 250 SL, 1963 220Sb, 1965 300SE Lang, 1971 280SE parts car, 1972 Alfa GTV, 1965 Alfa Duetto, 1993 BMW R100R
Past: 1971 250 C, 1985 300 TD, 1967 250 S, 1968 280 S,1981 300 D, 1982 280CE, 3 Facel Vegas, Borgward Isabella Coupe, Alfa 2600 Sprint, Volvo P1900 (yes), numerous less interesting Volvos, ...
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post #25 of 28 (permalink) Old 02-18-2014, 03:57 PM
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this switch was on the front carb at the trottle plate , since you have a non stock carb , now this switch is not there .i guess you could use a micro switch that a 300e uses , and make a bracket to touch the weber linkage .
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post #26 of 28 (permalink) Old 04-11-2015, 05:46 AM
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Do you have picture of micro switch installation? I have 1967 250s with automatic transmission. Installing the Webers from Redline, but they seem to know nothing about the transmission switch on the old Zenith.
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post #27 of 28 (permalink) Old 04-11-2015, 07:11 AM Thread Starter
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Do you have picture of micro switch installation? I have 1967 250s with automatic transmission. Installing the Webers from Redline, but they seem to know nothing about the transmission switch on the old Zenith.
I don't have a picture and I no longer own the car.

Regarding redline, I think they are being total A-holes about this. The problem has been well-documented to them and I question their honesty if they say they have never heard about it.

On a related note, going through my parts I have found an accelerator pedal that contains a microswitch that I believe is to satisfy this function on Fintail cars with a) automatic transmission and b) non-Zenith carbs (or diesels). Looking it up in EPC it shows it applicable to a lot of cars, however the slide portion on the back of the pedal is not the same as on my car's pedal. So I don't know how it attaches. Find someone with a non-zenith, non-fuel injected car WITH automatic transmission and look at the back of their accelerator pedal...

Currently: 1967 250 SL, 1963 220Sb, 1965 300SE Lang, 1971 280SE parts car, 1972 Alfa GTV, 1965 Alfa Duetto, 1993 BMW R100R
Past: 1971 250 C, 1985 300 TD, 1967 250 S, 1968 280 S,1981 300 D, 1982 280CE, 3 Facel Vegas, Borgward Isabella Coupe, Alfa 2600 Sprint, Volvo P1900 (yes), numerous less interesting Volvos, ...
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post #28 of 28 (permalink) Old 04-16-2015, 12:12 PM
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Do you have picture of micro switch installation? I have 1967 250s with automatic transmission. Installing the Webers from Redline, but they seem to know nothing about the transmission switch on the old Zenith.
Boy this is a blast from the past. The vacuo modulator did a fine tuning on the shift while the solenoid as mentioned was a 3 position switching device that modified the shift timing. The modulator pressure at idle with fuse 3 removed{if memory is correct} should be 42 lbs and that is the vacuo setting checked on a port at the right side of the trans. Installing the fuse would set the idle pressure at around 14 lbs and full throttle would be around 62 lbs. The solenoids has plastic carrier bushing in the head that went bad so they quit. We used to open them and install a small steel washer and they worked forever. The two solenoids at the injection pump were for fuel shut off on decal like going down a hill and the other was for starting enrichment. The switch on the carb was for the 12-14 lb pressure and the one on the floor was for full throttle. If the throttle switch for idle was bad or improperly adjusted the shift coming to s atop would bang. I think I got it all correct but I actually still have all the shop manuals boxed up in the garage. I started with MB in 1970 and quit at 40 yrs.
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