Build and Restoration: 1994 S124 w/ 600hp OM606, 5-speed standard trans

[S70/2]

I am building this car for member viking1, it is nearing completion and I thought it was good time for a build thread.

Quick run down :

Car:
Rust and accident free 1994 S124 E320 Green on Tan - 225,000 happy gasoline powered miles
Sold at Beverly hills MB and came with original window sticker

Motor:
-1999 OM606.962 - Horsepower goal is 600+RWHP 700+TQ and 3.5+Bar of boost
-DieselMeken 8mm pump
-Precision PT6466 Dual Ceramic Ball Bearing Turbo V-band in/outlets
-Precision PW46 Wastegate 21psi springs for "low" boost
-Full 3" stainless exhaust
-AEM Methanol Injection with 2.5 Gallon tank
-Bosch 044 fuel pump
-Aeromotive adjustable FPR set to 15psi
-Water to Air intercooler with dual heat exchangers mounted on either side of the bumper
-5 Gallon tank with Bosch Cobra water pump
-Air Conditioning!

Transmssion:
-BMW ZF320 5 speed from E36 M3 (Known for taking lots of abuse in turbo E36s)
-Diesel pump UK ZF adapter
-DPUK Clutch and flywheel
-E34 M5 765 Sachs Pressure plate and Disc
-Custom E46 Shift arm and Selector rod
-Custom Cross brace
-W201/124 Manual Pedal box
-M104 Driveshaft lengthened 45mm
-WaveTrac LSD 2.65
-Rebuilt Axles

Suspension:
-Bilstein HD front struts with new mounts
-All new steering components
-Lorinser lowering springs
-New wheel bearings front and rear
-New front control arms
-New Front and Rear Subframe bushings
-New Diff Mounts
-All new rear links
-LCA Bushings inner/outer
-SLS delete with rear air shocks

Brakes:
-R129 Silver Arrow Brembos Front and Rear (Thanks GSXR!)
-Goodridge stainless brake lines
-ATE Type 200 Fluid

Wheels:
-18x8 - 18x9 / ET31 - 35 E55 Monoblocks, freshly refinished in silver with machined lips
-Potenza RE-71Rs

Body:
-Full AMG body kit, the car came with genuine side skirts and rear bumper already installed. Need to source a matching front bumper


I am organizing all the pictures now, I will post them in a little while

 

[gsxr]

Re: 1994 S124 OM606 5SPD STD Build and Restoration

Awesome - glad to have you (and Blair) here. Welcome to the forum, and keep the info & photos coming!

 

[S70/2]

Here is the car a few days after he got it, it came with the staggered AMG wheels pictured in addition to the AMG side skirts/bumper and Lorinser springs.



Test fitting E55 Monoblocks after refinishing



Goodbye M104, your soy ETA will not be missed



In need of a good cleaning



Mounted RE-71Rs



OM603 PS pump rebuild



The oil pan gasket was fused to the pan, needed aircraft paint stripper to safely remove it. A whole day of gasket removal



Much better





Turbo feed and return lines





Slightly better than a tired 722.3







Dropped in without too much fuss



Getting an idea for the trans brace





I used a E46 330i shifter arm and selector rod, needed to add about 75mm to both and put a slight CCW rotation also to compensate for the angle of the ZF.






Lots more pictures coming

 

[S70/2]

Ok lets talk about diesel conversion wiring, my goal was to make it as clean and factory as possible.

Here is the modified NSS harness, now with ZF reverse light plug and OM603 ring gear speed sensor. Starter wires are looped



Diesel tachometer harness, this runs down and connects in the stock location inside the driver foot well for the NSS.



Temp sender wire removed from stock 4 pole connector and modified to plug into glow harness



Redone Oil pressure, level, and start harness. Look at that soy



For the 400e digital speedo, I retained the V8 4 pole connector. The power and ground from the M104 can be moved into it and only one extra wire (signal) is needed. This will run to the dakota digital converter box





This is the stock 2 pin speedo connector for cable drive



Finished Cluster. 400e Speedo, OM603 Tach, WTS panel light



Laid out before install

 

[S70/2]

I modified the stock throttle cable end to work with the DPUK cable/bracket. Just needed a little filing and the screw barrel fit nicely.





With the plastic firewall plug installed



Manual pedal box, new master cylinder and bushings



This makes my back hurt just looking at it again



Since the MC thread is larger than the BMW, I converted both the master and slave to -3AN and used a 30" premade SS hose. It worked great and ended up costing less than just the OEM mercedes hard line

 

[S70/2]

Front suspension looking good




Slight difference



Here is the method I used to remove the rear/rear subframe bushings. Worked well and took about 10 minutes per side to remove
First drill out the center



Then deform the edge with a hammer and punch



Then simply pop it out



Not a lot of fun



The rear/fronts came out in two pieces and leaked out some terrible smelling oil



Made a puller for the LCA bearings, still a ton of work to get them out. I ended up removing the centers, then tig welding the race in multiple spots to shrink it





Finally empty rear knuckles ready for paint and bearings

 

[S70/2]

3" stainless downpipe ready for welding


Getting an idea of how the intercooler is going to sit, not much room to work with but it will all squeeze in


Just enough space


Here you can see how the charge piping will run. All the wiring, cooling system, oil lines, AC system, and fuel lines are hooked up and still a good amount of space for extras

 

[S70/2]

The AC was more of a challenge than I originally anticipated. I had hoped the M104 compressor would share a bolt pattern with either a 603 or 606 compressor. This was not the case.

M104 on top - OM603 on bottom , similar but different in every way






The solution was to use a OM603 compressor, with bracket and hard lines. Now of course the early and late condenser connections are totally different also. I ended up combining the early/late Hi-side line with crimper

 

[Glen]

Awesome project! Subscribed

 

[Allgonquin]

There is much awesomeness here.

 

[ccrelan]

Did you extend the driveshaft yourself or have a shop do the job? Just curious how they were able to extend it and keep the pieces balanced?

 

[S70/2]

Did you extend the driveshaft yourself or have a shop do the job? Just curious how they were able to extend it and keep the pieces balanced?

I had AZ driveshaft extend and rebuild/balance it. They also installed the wavetrac and resealed the diff. Haven't gotten either back yet, but should next week hopefully.

 

[samiam44]

Did I miss it? Are you going to use a V8 diff over the original?

Neat stuff- load wise it maybe small, but if you have service issues with cracking- got some suggestions to improve the rear trans mounting bracket. Just PM me.

For the a/c lines, you can go to some free-form. Just need standard barb ends welded on and then cut to length the barrier hose and install with a portable crimping tool.

M

 

[S70/2]

Using the standard 2.65 210mm Non-ASR diff with the wavetrac. Does anyone know if non-asr V8 (early 91-92 R129?) output flanges are compatible with the smaller axle flange 210mm diff?

The AC line just needed a double ended barb and the crimp sleeves, no big deal with the crimp tool.

 

[gsxr]

Using the standard 2.65 210mm Non-ASR diff with the wavetrac. Does anyone know if non-asr V8 (early 91-92 R129?) output flanges are compatible with the smaller axle flange 210mm diff? .

The early R129 (129.066 only) shares the same diff housing as the 400E and 500E (ASR and non-ASR are different of course). I believe the flanges are interchangeable between non-ASR diffs, the problem you may run into is the flanges may not match the axle shaft CV joint. I believe he V8 uses larger bolts (M12 vs M10?). You may need to experiment with different axle shafts to get things matched up. I'm hoping the axle shaft length won't be an issue. You may be able to use 400E axles and non-ASR flanges. If so, you may want to source 400E ASR axles (or, 500E axles) as the axle shaft diameter is larger; 32mm ASR vs 25mm non-ASR... and with the 606 torque you'll need the beefiest stuff you can fit back there.

 

[S70/2]

Luckily we already have a set of 400e ASR CV axles, and the matching stub axles/bearing carriers. The driveline shop said that the V8 bearing carriers/stubs can't be used with the non-asr diff due to the spline diameter being larger.

Is it possible to put a wavetrac into a ASR V8 Diff? If so, it doesn't make any sense about the spline diameter being different. Unless they sell two separate units...

 

[gsxr]

Luckily we already have a set of 400e ASR CV axles, and the matching stub axles/bearing carriers. The driveline shop said that the V8 bearing carriers/stubs can't be used with the non-asr diff due to the spline diameter being larger.

That makes no sense. The ASR flanges / stubs are different, as they have the rotors for the ASR speed sensors, but the splines into the diff are the same.

Is it possible to put a wavetrac into a ASR V8 Diff? If so, it doesn't make any sense about the spline diameter being different. Unless they sell two separate units...

Absolutely, yes, many people have done this. The differential itself is the same for ASR and non-ASR. Only the housing is different (sensors in different locations), and the axle flanges/stubs as mentioned above.

 

[S70/2]

I am only paraphrasing here as Blair has been dealing directly with the shop. But now I am thinking what they meant is that the ASR bearing carriers are thicker than non-ASR and the spacing will will be incorrect due to the difference in the cases.

Non-ASR V8 carriers/stubs/CVs should be the solution.

Looking at early non-asr 500sl axles they appear to use the large CVs/stubs but then the small 25mm diameter axle shaft. So hopefully ASR axles will fit even though the length is about 10-15mm longer.

I am going to open up the ends and see what the size difference of the splines are in the CVs

 

[S70/2]

As I suspected the splines are the same size, however the ASR axles are 30mm from shoulder to circlip base and the non-ASR are only 26mm.

So it would be possible to use the small CVs on the large diameter axles with a 4mm spacer. The wheel side CV appears to be the same between them, which may ultimately be the weakest point.

 

[duuder]

Amazing

 

[S70/2]

So the outer CV is the same size on both, identical to the M104 inner. Also uses 26mm spline depth.

 

[gsxr]

Is the V8 inner CV (at the diff) larger / stronger than the M104 inner CV? Size, bolt diameter, CV diameter, etc? I've never had one of each loose to compare.

 

[S70/2]

Is the V8 inner CV (at the diff) larger / stronger than the M104 inner CV? Size, bolt diameter, CV diameter, etc? I've never had one of each loose to compare.

Everything about the V8 Inners are beefier. Bigger bolt diameter, larger ball cage, thicker center star with 30mm spline depth.

V8 on left - M104 on right



V8 outer - M104 inner - V8 Inner


So upgrading to the V8 inners may be a moot point if the outers can't take the torque.

 

[gsxr]

Awesome info - confirms what I suspected, thanks!

I blew up the inner CV of a W210.072 joint at the dragstrip last summer. I believe the 210 CV's are the smaller / weaker size similar to the M104. Good to know you can use stronger V8 bits for the Uberwagen.

 

[AMGTesTDriverNJ]

This is so tasty

 

[darek_u]

Amazing build!

 

[S70/2]

Bosch 044 fuel pump


Ran a hot bath for the rear knuckles


Installed LCAs and Wheel bearings, I'll tape everything off well then give them a coat of VHT epoxy satin black.

 

[7delta]

Made a puller for the LCA bearings, still a ton of work to get them out. I ended up removing the centers, then tig welding the race in multiple spots to shrink

Works best if you go all the way around, even adding filler metal. This works a treat ! [emoji4]

Sent from my SM-G900V using Tapatalk

 

[JC220]

Great project, always wanted to do a w124 superturbo build myself. Please keep the updates coming

 

[S70/2]

Small update, still waiting for the LSD and DS

Got the rest of the rear end together, rebuilding the axles today.
















Interested to see how the air shocks work out, retaining SLS is not very difficult on a 603/606 swap since you can just use a 87 300TDT pump





All the charge piping is in place now, need one more 90 mandrel and it can be welded together to get rid of the silicon couplers



Water outlet

 

[S70/2]

The hood actually closes luckily


S54 that had its 1400psi vanos oil line rupture and lost 6 quarts of oil in 15 seconds all over the engine bay

 

[S70/2]

Alright more progress, got the entire rear end back together with rebuilt axles and wave trac LSD.




Extended driveshaft fits like a glove to the ZF320 using OEM mercedes flex discs




Bosch cobra intercooler pump mounted in stock HP fuel pump location






Need to get an aluminum panel made for the gauges, until than cardboard mockup will suffice. I feel things like intercooler water temp and EGT readings are much more valuable to the passenger than a silly airbag.





Hallman manual boost controller, this will be cabin adjustable with a knurled aluminum knob





Bulk head AN fittings in the stock SLS sphere holes for the intercooler water lines running up to the 5 gallon tank








Weighted ZHP shit knob




Derale 2 speed 1800/2400 CFM fan just barely fit





Intercooler radiators mounted...just enough room to fit these without any body modifications. The entire core is also open to full air flow with the stock bumper cover






Also had the joy of doing an evaporator replacement on a 92 300d...it was not all that bad. Although the 110 ambient garage temps were less than ideal.

 

[S70/2]

Got the water lines in place and tested the pump today, flows nicely even with the 40+ft of hose. Just need a skid plate for them. Looks like the total capacity of the system is going to be 7.5+ gallons













This is the return

 

[S70/2]

Alright guys, after a handful of issues its finally ready for its maiden voyage to the alignment rack


Having the fuel returns tied together from the IP and regulator resulted in high pressure in the injector bleed off lines. I added an additional dedicated return line for the Injection pump and bleed off lines, it returns into the filler neck.



The Mercedes 201/124 clutch master cylinder was slightly over-stroking the ZF320. Added an adjustable clutch stop and its got very nice low engagement now




Added a crank case breather, the OEM rubber elbow fits a 10an fitting nicely






Rather than getting a panel made for the gauges, I decided to just remove the gas generators and bag from the housing then flush mount them. These dual generator passenger airbags should make easy work of a big pumpkin.

 

[S70/2]

AEM methanol injection LED added, it shows variable pump speed and blinks error codes




I had a clearance issue with the original shift carrier design, I ended up floor mounting it on the top side of the tunnel and the shifts are very crisp and short now with zero interference.




DPUK EGR delete adapter with methanol nozzle



Had to slightly tweak the charge piping to clear the sway bar when the car is in the air. Now it clears fine, loaded on the ground the sway bar sits about 2.5" lower



Down pipe v-band flange welded



Got a 10ft section of flexible 3" exhaust pipe to use during testing before it gets a full 3" ss exhaust built



Meaty RE-71rs. I think we can easily run 265s without issue




Bumper off


Bumper on..nothing to see here...just a regular S124

 

[S70/2]

First start up video

 

[Taxi Driver]

Q, how related is this to the 124 036 and the M119 in particular?

 

[baviking1]

Q, how related is this to the 124 036 and the M119 in particular?

Q: "who wants to know? Is this you"?

Seriously, its related because its an AMG W124 body w a 700HP OM606 diesel. I am a Senior member who owns 8 various W124's (including an 036), an SL600 V12 R129, a W140 SD300 diesel, 2 W140 V12 600SEL's, and probably some more MB cars I've forgotten about. There is a lot of hi-tech & trick engineering going on in this build; if you don't like it, don't read the thread.......

[video=youtube;0Q8o61kqFvA]https://www.youtube.com/watch?v=0Q8o61kqFvA[/video]

 

[S70/2]

Flexible exhaust pipe adds a bit of rasp

Still waiting for for the alignment rack to open up, but I did drive it around the block. ZF Transmission shifts smoothly and I even made .5bar of boost

The only issue now is that the air shocks are at the complete bottom of their stroke with the lorinser springs. Need to take them off and search for a usable standard bilstein

 

[Eno]

Nice job [emoji106]
My first W124, which I still have is a 1995 250D with an OM605 and a 5-speed Transmission.
Is it true that in the States there is not many diesel MB’s?
If I may recommend one thing cause ‘it hurts’ watching the video. Please do not rev the engine as soon as you start the car.
I hope you will not take my suggestion in a wrong way.


Sent from my iPhone using Tapatalk Pro

 

[S70/2]

Nice job [emoji106]
My first W124, which I still have is a 1995 250D with an OM605 and a 5-speed Transmission.
Is it true that in the States there is not many diesel MB’s?
If I may recommend one thing cause ‘it hurts’ watching the video. Please do not rev the engine as soon as you start the car.
I hope you will not take my suggestion in a wrong way.


Sent from my iPhone using Tapatalk Pro

Not to worry, the engine was fully warmed up to operating temp before this video was taken

 

[Eno]

Ah ok cool [emoji106] sorry about that.
Lot’s of success ahead.


Sent from my iPhone using Tapatalk Pro

 

[Allgonquin]

May I say once again that this build is fantastic. Carry on and make sure the camera is rolling for the first burnout!

 

[M356F1]

Impressive build, sir. I look forward to seeing what happens next.

 

[S70/2]

[video=youtube_share;Xl66bWL7ChI]http://youtu.be/Xl66bWL7ChI[/video]

Testing the 400e speedo, odo, and trip function with the Dakota digital Sgi-5e.

 

[jahbcm]

What a great thread! So interesting procedure, suscribed!!, I have an euro 300D sportline estate om603 n/a and some day I would like to do make a proyect like yours

 

[S70/2]

After an alignment and about 100 miles the car is running great, 1.5bar is quite good. It's sitting a bit too low for Blair so we are gonna swap in some less aggressive sport springs, looks good sitting still though

 

[S70/2]

Got the CCU-Klima/AC wiring finished up and charged the system after a deep vac, ambient temps are around 85

 

[S70/2]

Partial throttle and 2.1 bar of boost in 2nd gear, the James Bond style smokescreen is also very useful

 

[S70/2]

After approximately 750 miles on the super wagon so far everything has been great. A few little changes here and there, but no major issues. The best part is the fact that it can be driven like a NA 606 and could still get 30+mpg easily while having 700ftlbs on tap if need be

Automatic climate control and ABS are also flawless, had to switch the speedometer pickup to the diff speed sensor. Using a front wheel speed sensor will cause algorithm issues at low speed. The H&R sport springs with 4bump fronts and 3bump rears gave it a much more reasonable ride height, around 14.25" center to fender. No more rubbing


Getting a full paint job soon after the AMG repro kit arrives from mother Russia, the 201 shift boot really ties the interior together