Nice work! I'm surprised a Mercedes part is significantly cheaper than a Porsche part!
Thank you! Well, the original parts are made by Denso, and the replacements are MTC, which is a cheaper brand, hence the big difference (3-4 times). But the genuine Mercedes vs. Porsche part pricing seems to be significantly different too for the same part.
Thank you! Well, the original parts are made by Denso, and the replacements are MTC, which is a cheaper brand, hence the big difference (3-4 times). But the genuine Mercedes vs. Porsche part pricing seems to be significantly different too for the same part.
Could you post the MB part numbers (check valve and change over valve) you used instead of Porsche? I'm lookin to swap these parts during next winter.
Few more updates for today, new SAI system and a couple more parts back on the top of the engine:
Next is the wiring harness which was in a rough shape with stripped wires, broken connectors, cables completely chewed apart by some critters during the eleven year nap. I pulled this connector for the MAF sensor from a junkyard and soldered it back on the harness:
Rebuilt harness with fixed connectors and resleeved wires, ready to go:
I took the engine off of the stand and put it on my desk so I can tackle the clutch and the flywheel. I fabricated a simple tool to lock the flywheel for tightening the bolts. It has to withstand 25Nm plus 110 degrees turn on those 8 bolts.
After torquing the bolts down I realized that the new clutch set includes a new needle bearing for the transmission`s input shaft. Of course it would have been much easier to replace it when the flywheel was off... Fortunately I had bought a blind hole inner bearing puller for the IMS:
After carefully heating up the bore (I didn`t want to fry the RMS behind the flywheel with the heat gun) and freezing the bearing it went in with not too much hassle:
Kind of getting lost in the details again and spending way more time on this project than required I wanted to prime the oil circulation system and inspect the variocam operation before I put the engine back in the car. I have a spare pump that I was not gonna reuse so I rebuilt it into a pump that can be driven externally with a drill.
I removed the hexagonal drive shaft to disconnect it from the IMS.
And attached a drive shaft onto the other side (and the other gear).
Drilled the housing through.
Here`s how it looks.
Besides filling the system with oil, it also allowed me to get an insight into how much the oil level drops in the engine when the oil pump runs. After driving the pump for about a minute and re-inserting the dipstick the change in the level is only a few millimeters (on the dipstick). So I`m pretty confident now that the fully opened IMSB won`t be starving oil.
As for the variocam, I`ll upload a new video soon.
Happy Sunday!
After carefully heating up the bore (I didn`t want to fry the RMS behind the flywheel with the heat gun) and freezing the bearing it went in with not too much hassle:
I LOVE using heat when installing bearings and press fittings. I started using heat to the extreem to press in ball joints at work last year. I used to just use a ball joint press, but now I just cherry red the spindle and pop the joint in by hand. Then cool the crap out of the joint asap (yes I have melted the plastic bushings in the spherical joint once). It makes for a PERFECT press fit.
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