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1986 560SL with M120 V12 Engine, 1988 560SL Stock
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I kept the springs, upper arm bushes, engine mounts, and subframe mounts as they were in good condition.

I changed the ball joints, lower arm bushes, wheel bearings, shocks, brake discs, anti roll bar mounts and drop links and got the calipers refurbed. Everything was sand blasted then primed with epoxy and topcoated with 2k black.



What is the cross bar thing on top of the sway bar?
 

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'79 450SL, '04 CLK200 convertible; former A124, W210, A209.
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3,678 Posts
Thanks John!

Folks, can anyone confirm weight of the iron cast M117 4,5L engine? The cross bar I plan to get is 500kg so should be plenty, that said better safe than sorry 馃馃槄
 

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1986 560SL with M120 V12 Engine, 1988 560SL Stock
Joined
14,965 Posts
Hey Jim,

@RaceDiagnostics can you tell to what height you had bring the car up to have sufficient clearance to wheel out the subframe please? Also, any chance you might have the part numbers handy of all the bits you replaced, pretty please? The reason I ask is because I'd like to refurbish mine this winter but not sure if can raise the old lady high enough with just car jacks.
You will find that since you will be taking all the parts off anyway. Removal of all the components with the sub-frame mounted in the car does not really take any more time. And then you get to deal with a removing a 30Lb subframe instead of a 200Lb assembly. With the wheels off, all the control arm bolts are really just as accessible in the car as they are out. And depending on how you plan to remove the springs, removal in the car may be necessary.
 

Premium Member
1986 560SL with M120 V12 Engine, 1988 560SL Stock
Joined
14,965 Posts
Thanks John!

Folks, can anyone confirm weight of the iron cast M117 4,5L engine? The cross bar I plan to get is 500kg so should be plenty, that said better safe than sorry 馃馃槄
M120 engine with all accessories and fan, no air cleaners = 666.7 Lb
M117 Engine with all accessories, fan and air cleaner = 514.9Lb
M113 Engine with accessories and fan no air cleaner = 413 Lb
722.6 Trans with dipstick and converter less fluid = 169Lb.
722.4 Trans with converter, without dipstick less fluid = 146.5 Lb.

I don't have the iron block weights but it should be just the weight difference between and AL bare block and an iron bare block. I would assume 600Lb total. I use a 1000Lb from harbor freight for my M120.

 

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'79 450SL, '04 CLK200 convertible; former A124, W210, A209.
Joined
3,678 Posts
Thanks John and folks, appreciated. This is the bad boy I'm going to get, and probably will end up modifying it like Jim did - not sure if having the cross bar sit on either fender's top lip makes me comfortable


And I too have a singkle x-bar, like Jim used to:

Automotive parking light Tire Land vehicle Vehicle Vehicle registration plate
 

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1983 380SL, ivory/dk brown, 46k miles, dual roller timing chain. 1986 560SL, red/white, 190K mile.
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9,227 Posts
@roncallo, John I'm watching this thread. Out of curiosity do you recommend letting the Engine Support Bar sit on the Fender lips?
 

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1986 560SL with M120 V12 Engine, 1988 560SL Stock
Joined
14,965 Posts
@roncallo, John I'm watching this thread. Out of curiosity do you recommend letting the Engine Support Bar sit on the Fender lips?
I guess I have it on the fender lips. I used angle iron with rubber pads to bridge the space where the is no lip. I do belive this would bend the fenders.

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Registered
1983 380SL, ivory/dk brown, 46k miles, dual roller timing chain. 1986 560SL, red/white, 190K mile.
Joined
9,227 Posts
I guess I have it on the fender lips. I used angle iron with rubber pads to bridge the space where the is no lip. I do belive this would bend the fenders.

View attachment 2717135
Angle Iron with Rubber Pads ... that is a great tip. Thanks.
 

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1986 560SL with M120 V12 Engine, 1988 560SL Stock
Joined
14,965 Posts
Angle Iron with Rubber Pads ... that is a great tip. Thanks.
Yes, I'm thinking of making a set of 107 side plates with the angles welded in place and the rubber counter sunk riveted to the angle. Also in my picture you see the engine is very close to the bar. The problem with that is when the hook gets pulled above the pivot point on the side plates, the whole setup can roll over and collapse. Not really a problem since I rarely go that high, but I do get close. So I will probably drill another hole in the side plates for a bolt.
 
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