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Build and Restoration: 1994 S124 w/ 600hp OM606, 5-speed standard trans
- Thread starter S70/2
- Start date
The rear speed sensor wires (on a non-ASR diff) are yellow and blue. The blue one will be your speed signal in to the converter box, signal out will go the white wire on a V8 speedo. The 2 pin power/ground wires on a cable driven speedo can be moved over to the V8 4 pin connector.
I have the dakota digital set to L-L (low in/out) and Signal out #3 which is calibrated AC.
I have the dakota digital set to L-L (low in/out) and Signal out #3 which is calibrated AC.
As it turns out the impact strip part #124 885 15 21 is the same between the AMG and standard 94-95 wagon rear bumpers. More good news as now we will be able to have the genuine AMG side skirts and rear bumper to go along with the complete 036 front end and 1/4 panels. Wider tires are certainly required as traction is at a minimum above 2.5bar
Blair should be getting the triple salvage 036 beauty delivered soon, more pictures of the very interesting life that poor car has had coming soon also
The bit about the differences between the half shaft differences on V8 vs non-V8 cars is nowhere else in the forums that I have found. It is important info for anyone doing diff swaps, LSD installs, etc. Speedo mods are also useful, as is the rear end bushing replacement stuff and shocks. And the BMW transmission retrofit seems like a first on this side of the pond. None of the manual Mercedes boxes will hold the power, so it is useful to anyone contemplating a high HP build eg turbo M119.
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.
Mounted RE-71Rs
I assume these 18" wheels are required for the larger brakes and rotors? I had problems with rubbing using 17" wheels, so I am impressed that you were able to get 18x8" wheels to work without rubbing in front. I will have to look into H&R sport springs.
Turbo feed and return lines
What oil supply line adapter did you use on that bubble flare fitting from the block?
Thanks,
Karl
Mounted RE-71Rs
I assume these 18" wheels are required for the larger brakes and rotors? I had problems with rubbing using 17" wheels, so I am impressed that you were able to get 18x8" wheels to work without rubbing in front. I will have to look into H&R sport springs.
Turbo feed and return lines
What oil supply line adapter did you use on that bubble flare fitting from the block?
Thanks,
Karl
They are 18" with 225/45s up front, with the lorinser springs the rubbing was not great even with heavily rolled fenders. The H&Rs are much more reasonable and work nicely. The oil supply fitting is a 16mm to 4AN, straight thread 16mm with a copper washer. The om606 oil feed boss is large and flat perfect for a crush washer.
The super wagon has been running and driving great, just rolled over 1200 miles so the "new car break in" is done
. The methanol injection with Snow 50/50 boost juice made a very noticeable increase in power. Will be headed off to the body shop in the very near future for its 036 Widebody transformation, then meatier tires and more boost:?
The super wagon has been running and driving great, just rolled over 1200 miles so the "new car break in" is done
. The methanol injection with Snow 50/50 boost juice made a very noticeable increase in power. Will be headed off to the body shop in the very near future for its 036 Widebody transformation, then meatier tires and more boost:?Did you use v8 4 bolt flex discs? I need to go back through the thread.They are 18" with 225/45s up front, with the lorinser springs the rubbing was not great even with heavily rolled fenders. The H&Rs are much more reasonable and work nicely. The oil supply fitting is a 16mm to 4AN, straight thread 16mm with a copper washer. The om606 oil feed boss is large and flat perfect for a crush washer.
The super wagon has been running and driving great, just rolled over 1200 miles so the "new car break in" is done
The outer axle shafts apparently fail at the splines with serious tires. I am looking for a usable factory hub with larger splines to have some custom half shafts made with the larger knuckle and splines on both ends.
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Serious enough to provide any traction before 3rd gear at 60mph. Which practically speaking means Hoosier drag radials, like a 265 rear.How serious do the tires have to be to cause the spline failure? Are we talking Pilot street tires on the street, or Hoosier drag radials at the track with VHT?
Also, does the failure tend to be at initial launch (zero mph), or at speed at the power peak during a shift, etc?
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Got the vented 036 fender back from the custom metal shop, looking very good
A bit wider than stock
Also got the full 3" stainless exhaust finished, complete with electric cutout
It is going in for the rear 1/4 panels this week then finally off to the bodyshop, who will have their hands full making everything just right with all these trash angel 036 parts
A bit wider than stock
Also got the full 3" stainless exhaust finished, complete with electric cutout
It is going in for the rear 1/4 panels this week then finally off to the bodyshop, who will have their hands full making everything just right with all these trash angel 036 parts
Where do you buy your sanitary tubing? Regular rolled 300d fenders work fine; mine rubs only on the liner right front on deep compression.Got the vented 036 fender back from the custom metal shop, looking very good
It is going in for the rear 1/4 panels this week then finally off to the bodyshop, who will have their hands full making everything just right with all these trash angel 036 parts
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Oh I see. I recall Russell doing something similar in seattle but I am wondering if doing so would actually solve any problems or is just to win the parking lot wars.Standard fenders may clear most larger wheels, but they are not widebody, and also have a different shape on the wheel arch. Blair is installing a complete 500E front end, plus 500E rear flared fenders too... complete widebody treatment.
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Ok so what size tire do you figure fits the rear on an 036 that wont fit an e420?
And are the inner fender liners on the front really that different?
Im not sure the front fender flare on the 036 is any bigger than what rolling a stock fender can produce. Seems like there are some body spacers involved, but those could be added to stock fenders, could they not?
I guess without knowing what the goals are it is hard to say what sort of effort is justified.
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And are the inner fender liners on the front really that different?
Im not sure the front fender flare on the 036 is any bigger than what rolling a stock fender can produce. Seems like there are some body spacers involved, but those could be added to stock fenders, could they not?
I guess without knowing what the goals are it is hard to say what sort of effort is justified.
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The stock fenders were rolled as much as possible, even to the point of deforming the arch with so much pull. No way you could get anywhere near 036 fender clearance. There’s enough room to have dinner in the wheel wells now, should be able to fit a 20-30mm wider tire without issue.
Just the awesome look alone is worth the effort, at least in a super wagon such as this
Just the awesome look alone is worth the effort, at least in a super wagon such as this
On a standard 124, pretty much the reasonable limit is an 8.5" wheel on all four corners, with significant fender massaging & spacers required (AMG doc here). Note AMG also specs a travel-limiting strut shaft spacer up front as well to avoid rubbing under compression. Also, AMG specs a 235 tire, and a 245 is probably the max that would work, with a higher numerical offset wheel. At the risk of pissing off a lot of people, I'm going on record that I don't consider stretching a 205-section tire over a 9+ inch wheel as "fitting" on the car.
So, on the E500E, bone stock it can fit 10.5" wheels in the rear with 285 tires, and 9.0 up front with 255 tires. This assumes the correct offset, of course. Zero rubbing, zero modifications. Some people have gone even wider.
The 036 fender flares are MUCH bigger than what you can get by rolling stock 124 fenders.
Did you swap the radiator support also? Thanks.Electric cutout demonstration, for the prius enthusiasts
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I'm guessing he means the lower radiator support, which is totally different on the .036 chassis.
I have never seen a 500e, so it is all a bit mysterious. Above, someone said you were swapping the whole front end, but I'm not sure what that includes, to wit:
"Blair is installing a complete 500E front end, plus 500E rear flared fenders too... complete widebody treatment."
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Ah - got it. Generally speaking, the front-end swap consists of bolt-on parts: bumpers, fenders, fender liners, etc.
The lower radiator support is welded to the chassis and would require considerably more effort to swap. IIRC, the piece may be NLA new (not sure). The advantage is twofold: First, it is much stronger; and second it does not have the two forward braces which take up space needed for either intercoolers (diesel applications) or engine oil cooler (036).
The lower radiator support is welded to the chassis and would require considerably more effort to swap. IIRC, the piece may be NLA new (not sure). The advantage is twofold: First, it is much stronger; and second it does not have the two forward braces which take up space needed for either intercoolers (diesel applications) or engine oil cooler (036).
Quick update; The Wagon goes in to the custom rod shop in the next two weeks for the 500E rear flare widebody addition. I have been utterly buried with health issues & the building of my animal rescue etc et al, and am looking forward to its completion. Updates & dyno runs will be forthcoming (as well as the long-delayed 500E partout), so stay tuned to witness the unmitigated genius of UberKarl. This car can literally tie your stomach in knots (and the diesel plumes can blot out the sun........ 
Are you the owner or the builder?Quick update; The Wagon goes in to the custom rod shop in the next two weeks for the 500E rear flare widebody addition. I have been utterly buried with health issues & the building of my animal rescue etc et al, and am looking forward to its completion. Updates & dyno runs will be forthcoming (as well as the long-delayed 500E partout), so stay tuned to witness the unmitigated genius of UberKarl. This car can literally tie your stomach in knots (and the diesel plumes can blot out the sun........
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Jono is an evil car hoarder (of the most awesome kind), therefore we'll eliminate him from contention out of sheer jealousy and spite.....
Is that car in Arizona? Would be fun to see it sometime.
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Baviking1 = Owner and evil overlord, S70/2/UberKarl = builder extraordinaire, GSXR = King Kahuna.
Stay tuned for the fun.....
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Did you actually use these shafts, have them rebuilt, or use new stuff? I bought some with the 500sl diff, but they are over 100k and a bit sticky.
I guess I didn't know that the gas wagons had the 210mm diff. The diesel had the smaller one. I ended up swapping in an early r129 diff, which means the old rear driveshaft is now too long, and a v8 rear driveshaft is too short of course. Need to shorten the old rear driveshaft to suit.
Diff size is determined by the engine. In the 124 chassis, all M119 and M104 have a 210mm diff. All M103 and diesels had the smaller 185mm diff.
Thanks. I would check epc, but they switched to that Daimler site now and it wont reset my password without me calling them.
How would you look up driveshaft characteristics in epc? I dont think they have that info. Of course it will tell whether a given car has m104 or not.
How would you look up driveshaft characteristics in epc? I dont think they have that info. Of course it will tell whether a given car has m104 or not.
The link in post #95 above has the flange & flex disc comparison info, which should get you started. The EPC would let you figure out which driveshaft part numbers are the same between different models, which may let you figure out what is the same and what is not. But nope, the EPC will not give you any specifications or dimensions.
Yeah. The best flex discs for the car are the thicker 6 bolt 100mm bcd ones from the w210. The hardware is a bit too long for the w124 flanges, but the discs are about 3/16" thicker than stock. Of course this means the stock driveshaft is a bit long, but with the slip joint it will be OK. I found a shaft on LKQ and it will be here in a few days, so I will hope for the best and if no luck then it is time for a custom dual cv shaft.The link in post #95 above has the flange & flex disc comparison info, which should get you started. The EPC would let you figure out which driveshaft part numbers are the same between different models, which may let you figure out what is the same and what is not. But nope, the EPC will not give you any specifications or dimensions.
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