-
Hi Guest !
Welcome to the 500Eboard forum.
Since its founding in late 2008, 500Eboard has become the leading resource on the Internet for all things related to the Mercedes-Benz 500E and E500. In recent years, we have also expanded to include the 400E and E420 models, which are directly related to the 500E/E500.
We invite you to browse and take advantage of the information and resources here on the site. If you find helpful information, please register for full membership, and you'll find even more resources available. Feel free to ask questions, and make liberal use of the "Search" function to find answers.
We hope you will become an active contributor to the community!
Sincerely,
500Eboard Management
Stern Garage: The €50,000 modernization on the W124 500E
- Thread starter gsxr
- Start date
give me an hour and I will get to it
Main point is about the 722.6 with lock up clutch as it provides more agility.
Smooth engine operation without hick-ups as cop. They don't provide details if me or aftermarket but as good as certain it is aftermarket motor and transmission management, no ofgear anymore.
Brakes upgraded, 340/330mm with their own adapters (you see the upwards rotated front caliper) rear standard slk/clk amg.
Suspension with original springs and kW dampers. Reconditioned axles, pu bushings. Standard ratio diff.
Smooth engine operation without hick-ups as cop. They don't provide details if me or aftermarket but as good as certain it is aftermarket motor and transmission management, no ofgear anymore.
Brakes upgraded, 340/330mm with their own adapters (you see the upwards rotated front caliper) rear standard slk/clk amg.
Suspension with original springs and kW dampers. Reconditioned axles, pu bushings. Standard ratio diff.
Ugh. The torque converter lockup function is overrated IMO. On both my W210's with 722.6, I modified the valve bodies to permanently disable the lockup...
IMO the main attraction to the 722.6 is the overdrive 5th gear, far fewer leak points, and the automatic compensation for wear by the factory TCU.
The lockup clutch can help fuel economy under cruising conditions, but I can live without that. Definitely isn't one of the big advantages though.
The lockup clutch can help fuel economy under cruising conditions, but I can live without that. Definitely isn't one of the big advantages though.
To add to rouven's previous post, the car has 190k kilometers and the customer came in for a modernization as well as a restoration. So they tore the engine down, re-balanced the crankshaft, put new bearing shells in and put new timing chains in. The brake setup requires no cutting of components and their adapter kit makes it possible to install/remove without any modifications to the car.
He also said that they won't be doing any videos of work in progress anymore but just of finished cars, so 5-6 videos per year is their estimated video rate going forward.
He also said that they won't be doing any videos of work in progress anymore but just of finished cars, so 5-6 videos per year is their estimated video rate going forward.
Any name or link to the owner/transmission specialist or his workshop?
Yeah I like what he's done with this car. I would love to know exactly how he switched to COP. although my ignition system has been performing flawlessly ever since I replaced every componet of the primary and secondary ignition system. Not EZL its still original.
I suspect a faster processor and ECU with adjustability key to unlocking some hidden power from modifications. Just performing modifications without additional tunning seems to be slightly dissapointing.
I was thinking about building one of those megasquirt ECU's and attemting to piggyback it in an attempt to retain ABS,ASR< etc.
I suspect a faster processor and ECU with adjustability key to unlocking some hidden power from modifications. Just performing modifications without additional tunning seems to be slightly dissapointing.
I was thinking about building one of those megasquirt ECU's and attemting to piggyback it in an attempt to retain ABS,ASR< etc.
Adjustability of ignition timing is key to unlocking power beyond factory mapping. This isn't possible with LH-SFI systems because the EZL has fixed maps. Some modifications (camshafts, porting) can provide a power gain without "tuning" but that stuff is seriously expensive, with minimal power gains... poor ROI.
This would be an interesting project. I am curious if factory ABS, ASR and cruise control could be retained. Losing those is not acceptable to me.
HA HA, I was intending on asking you , your opinion on the "megasquirt Question"
Hmm, today is as good as any other, for me to get started on reading the literture for the Megasquirt I guess!
I have to learn how to insert other members quotes , within my response also.
There are a few methods to quote from existing posts:
1) Click/tap the "Reply" link at the lower right of a post. This will automatically add the previous text. You can edit / trim as needed. This also puts the OP's name and link to the source post.
2) Use the "Quote" tags in the advanced formatting options. This requires copying/pasting the text you want to quote, and won't link to the original poster's name or the source post:
3) To get fancier, you can quote multiple posts in a single reply by clicking the "+Quote" on each post (instead of Reply), then click "Insert Quotes":
Long time no see you guys,
I know that he is using stand alone 722.6 TCU controller. it]s not difficult job and cheaper than 722.3 over haul.
(722.6 rebuild from Mercedes is now cheaper than old 722.3 parts)
I am using 722.6 and stand alone Australian ECU Motec 800 (former generation) with sequential control. I am still using Factory ASR/ABS and Cruse control more than 10 years.
But compare recent ABS system such as Bosch Motor sports(even relatively cheaper Club sport ),and original 2nd generation slow 3channel ABS,
Original one is useless and to slow to control stability at the not only in the track.
Recent 3rd parties Accel/ spark control is faster than our 1st generation almost useless ASR. that can easy to control manual shift without clutch kick!
life is short, and welcome to 722.6 and Standalone M119 world!
Speed Niibe
I know that he is using stand alone 722.6 TCU controller. it]s not difficult job and cheaper than 722.3 over haul.
(722.6 rebuild from Mercedes is now cheaper than old 722.3 parts)
I am using 722.6 and stand alone Australian ECU Motec 800 (former generation) with sequential control. I am still using Factory ASR/ABS and Cruse control more than 10 years.
But compare recent ABS system such as Bosch Motor sports(even relatively cheaper Club sport ),and original 2nd generation slow 3channel ABS,
Original one is useless and to slow to control stability at the not only in the track.
Recent 3rd parties Accel/ spark control is faster than our 1st generation almost useless ASR. that can easy to control manual shift without clutch kick!
life is short, and welcome to 722.6 and Standalone M119 world!
Speed Niibe
500E倶楽部 編集後記
大昔のベンツを通じた、ブルジョア趣味の発露、Tuningとテクノロジーを考察し、真理の探求を行なう。https://www.facebook.com/E500E
mercedesbenznetcom.blog81.fc2.com
Thanks to @500AMM for the link!
Any German speakers who can translate and let us know what was done? Sounds like a 722.6 conversion along with changing to (I think) ME 1.0 engine management for the coil-on-plug ignition, or possibly using aftermarket standalone ECU/TCU.
Car looks very cool.
In year 2025, I would swap out the 722.6 for ZF 8hp70 these days. 8 speed fast shifting goodness! unleash extra 15 whp with less drive train loss too. amazing.
You are correct. life is short. enjoy a modern w124 e500e.
how is progress of your 722.6 and stand alone ECU upgrade?
Similar threads
