GE 300 & E 300 engine difference - or Brabus 3.6

I think that, as mentioned, the M103 is a very good engine. They do not have a headgasket problem and that engine was in the early 124 series cars. In the US the only 124 we got at its introduction was the 300E with the M103 engine.

I'm not convinced that compression is the difference. It was on the M110 in the 280Ge but I think on the M103-104 engines the compression is the same as the sedans.

As to the 3.6 eating headgaskets every 15-20,000 km, I have never heard that they were that bad. In fact pretty much the same conversion by AMG was sold in the states in M104 form as the C36. Most M104s do eat one headgasket in their lifetime, mine did. All of the mechanics I have talked to say that after replacement they rarely if ever see one come back. The 3.6 is essentially a stroked engine, maybe a slight bore increase but not enough IMO to make the headgasket any more of an issue than it is in a 3 or 3.2L M104. The M103 (single cam 12V) in a 3.6 is pretty much my ideal powerplant for a 300GE. I would keep the G transmission and as mentioned swap the G's oil pan over for the baffle inside. The M104 is a little more complex as mentioned too, though the extra power is nice.

911fanatic - 2/21/2005 10:51 AM
Brabus - so is the M103 a 12V engine and the M104 a 24v? Does the M104 blow gaskets on a regular bases too? Is there some way to prevent this? A lot of questions from a rookie.....[]

Click to expand...

look, that's right.
M104 available as 2,8 and 3,2 and ... 3,6 amg (and others (even 3,8 versions out there (mkb))),
4valve, reliable,

M103 as 3,0 and as 3,6 from brabus and amg (and possible others). 2valve and as 3,0 VERY reliable as said before. BUT as 3,6 it's streched to the limits and has, among other things, a heat problem. hence: as 3,6 varius blown up headgaskets and even entire blownup heads and engines have been reported, specially in a G, where the engine has to work twice as hard as in an E.
there is a reason they went for a lower compression ratio in the G (as 3,0), and this IS the reason for a bit less power. but therefore it lives longer and has a bullet proof reputation. if you bore it up to 3,6, increase the compression, and actually USE the power you created, the engine wont be as reliable.

that's different with the M104. it had more reserves from the beginning and therfore it is the better engine in 3,6 !
the G 3,6 i was talking about is a M104 (complete technic from a C36).
Note: installment of a M104 in a 300GE might be a bit more work, but in a G320 it would be the same plug and play job like it is with a 300GE and a M103 3,6 engine.

whether a gearbox from a 300GE would fit to M104 i don't know on top of my head, but i could find out if necessary.

would love to see the pictures from the 911, it was one of these rare narrowbody 964's, right ?