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'85 300tdt (sold),'64 220b,'63 220Sb ,85 monte carlo ss 406SBC(4 sale),1976 vega wagon(sold)
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Are you planning to put the timing chain case cover from the 4.5 on the 5.6? Does it fit? Maybe get a timing case cover and distributor from a 3.8 to be able to use the older simpler ignition? ?? I don’t know.
3.8 is short deck. Not gonna happen. 4.5 not sure. Better with the original cover and the old distributor I would say. But in the long run you should ditch the distributor completely and go coil on plug with ms3 x. You can get a crank trigger wheel from DKUBUS for it.
 

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'85 300tdt (sold),'64 220b,'63 220Sb ,85 monte carlo ss 406SBC(4 sale),1976 vega wagon(sold)
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They should wit the right seals. The bigger problem is the D-jet intake manifold. The lower plenum is too long to fit 560 valley so I had to carve it up to fit.
Hmmm. Are you mmaking up some custom pieces? I'll have to look when I get to my shop but I'm fairly certain the injector holes are completely different. One reason I've been putting off the 3.5 d jet heads on my 4.5 kjet motor.
 

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450slc5.0cab 280sl5sp 280se4.5 500seAMG +250seStkW108 350sl4spdX3 500secEuro
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Hmmm. Are you mmaking up some custom pieces? I'll have to look when I get to my shop but I'm fairly certain the injector holes are completely different. One reason I've been putting off the 3.5 d jet heads on my 4.5 kjet motor.
Injector ports are in the intake manifold. So using the d-jet intake manifold seems to solve any injector fit concerns.
 

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Injector ports are in the intake manifold. So using the d-jet intake manifold seems to solve any injector fit concerns.
Negative. Injectors are in the heads. First pic is d second is k . Sorry the pics suck my camera was too low to use flash. The
k jet head plastic injector holder is significantly larger and the machined hole in the head deeper than the djet head orifice that the injector goes directly in with an o ring seal. This is ok for the d jet into k jet with a little machine work on some aluminum tubing or some nylon or similar heat resistant plastic. Or possibly making a mold and pouring a urathane or silicone filler piece. Reynolds Advanced Materials is a great place to look for different two part rubber and plastics and anything you can imagine for mold making.
20200203_004327.jpg
20200203_004746.jpg
 

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1975 450sl
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Discussion Starter #45
They fit. I checked today and the diameter of k-jet plastic housing is the same as D-jet injectors.
 

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450slc5.0cab 280sl5sp 280se4.5 500seAMG +250seStkW108 350sl4spdX3 500secEuro
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Negative. Injectors are in the heads.]
Oops. I guess I was thinking that they dump into the runners (not direct injection), and was thinking of how the injectors were on my I take manifold when I assembled it out of the car. I remember bringing it into my brother in law’s shop assembled like this, but definitely forgot what it looked like...



So the injector “holder” is on the intake, but they press directly into the heads and squirt into the runners.


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1975 450sl
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Discussion Starter #47
Ford Mustang injector which I will use in my Megasquirt conversion next to K-jet injector from 560.
20200203_170654.jpg
 

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Ford Mustang injector which I will use in my Megasquirt conversion next to K-jet injector from 560. View attachment 2619258
I was looking at 450sl k jet. I guess the holder with the fuel vapor return is smaller than the original k jet piece. Looks like something may have to be done for the correct depth though. Definitely following.🍿
 

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1975 450sl
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Discussion Starter #49
20200204_144852.jpg
Mustang injectors, which are basically copies of Mercedes units. They fit perfectly. With a seal or two, as in D-jet, it will be a tight seal.
 

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1975 450sl
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Discussion Starter #50
My project is taking longer than it would otherwise as I am also attending to a lot of small "since I am already there" sub projects. One of them is changing transmission seals and output "propeller". The 4 speed G76 unit I obtained was previously in a euro 350se and it had a smaller propeller as in smaller engined
20200204_180842.jpg
manuals. I don't really know why that is so as it is a V8. Initially I installed it in my 450 using a 240D front drive shaft. Now I will swap the bigger propeller from the original auto transmission and put back the original drive shaft. BTW, removing the nut holding these is a real pain without a proper tool and I wasn't going to buy the tool just for one time use.
 

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Discussion Starter #52
Yes. If this all works and after I work out all of the kinks, I plan to eventually adapt a Mustang T5 transmission as a final step in the transformation. However, that is not going to happen any time soon.
I figured out why Mercedes went with the smaller propeller on the manual. The larger one will not clear the mount on the G76. That means I will have to retain the smaller one. At least I changed the seal and secured it with a new design nut which is much easier to remove if I need to do it in the future.
 

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'85 300tdt (sold),'64 220b,'63 220Sb ,85 monte carlo ss 406SBC(4 sale),1976 vega wagon(sold)
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My project is taking longer than it would otherwise as I am also attending to a lot of small "since I am already there" sub projects. One of them is changing transmission seals and output "propeller". The 4 speed G76 unit I obtained was previously in a euro 350se and it had a smaller propeller as in smaller engined View attachment 2619356 manuals. I don't really know why that is so as it is a V8. Initially I installed it in my 450 using a 240D front drive shaft. Now I will swap the bigger propeller from the original auto transmission and put back the original drive shaft. BTW, removing the nut holding these is a real pain without a proper tool and I wasn't going to buy the tool just for one time use.
Interesting. I never noticed the front flange since my car was 4 speed swapped already when I built it. I had to go to a smaller rear flange since I put a 3.69 from a 280slc in it. I just used the 280slc rear half with the 4 speed front half. Haven't had any balance issue, but I was very carefull to align them in the same phasing. When I did the seal on the rear diff flange I found a pice of thick wall pipe that was the perfect size and took it to my work. Cut about 1.5 inches off, Machined out the space between the 4 teeth and welded a big nut on the end of the pipe. Tool works great.

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1975 450sl
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Discussion Starter #55
The flywheel on the 450 sits flush with the edge of the intermediate plate while on the 560 it sits 5mm deeper which might effect how starter engages the teeth on the flywheel. It might also where input shaft and throw out plate engage.
20200209_151215.jpg
Might use a spacer from the auto box set up but it is too thick as it is now.
 

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I'd like to see the plate bolted to the block pics. And when you say deeper do you mean deeper towards the trans or engine? Which is that Pic of?
 

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1975 450sl
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Discussion Starter #59
It sits 5mm towards the engine. I will put 2mm spacer before putting the flywheel on to push it more out towards the clutch. That will make it only 3mm deeper than on the 450. I can't put a thicker spacer as the bolts will not fully engage and secure the flywheel and because the flywheel itself will stick out and not fully seat on the hub. There must be a reason Mercedes changed the dimensions between iron and alloy block engines. I hope that this compromise in which I will still end up with the flywheel sitting 3mm more towards the engine will not make significant difference. I think that there is enough travel for the clutch slave rod and throw out to fully engage. I am not that worried about the starter as a 3mm spacer can easily be made. I will take a photo of the intermediate plate to show how it bolts up tomorrow.
 

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I would extend the pushrod and (just as or more importantly,don't forget) the pivot ball the 3mm. You really want to keep the same geometry of the clutch fork. If you don't extend the ball it's going to change the forks Arc in relation to the throwout bearing contact area.

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