C43/CLK55 Conversion

[Pagz]

DRB,
Cheers!, Currently waiting for a free weekend to start assembly so hope to have updates soon.

Remo,
Thanks, what interests me about the timing chain is there are more than a few instances on the net where an M113 timing chain has been repaced due to low rpm grumbling noises apparently caused by stretch(well that's the reason they give), but no where do you find people actually checking to see if they may need a replacement soon. I wonder why WIS gives a value for used chain 2mm lift?(in the case of M113.984 its 25 ATDC)...I can only assume the value is a maximum?

Would the ECU flag the difference in cam pickup vs crank pickup with stretch?

Few people also mention these engines get more powerful with age,maybe its just the chain stretches/retards and the power moves further up the power band^^.

KC,
I'm only changing the diff because I want the complete C55 system,the CLK55 TCU will be looking for 2.82, people say it is not nessasary to change the smaller C43 diff if you intend to run the 5.4 engine only(because you are not changing the TCU).
It wasnt nessasary to change the gearbox in my turbo 202 either but I found alot of metal fillings on the magnet after very short distance^^.

[RemoLexi]

Yea the cam sensor will pick up stretch and set off cam position codes. Not going to lie, but I stubbornly refuse to believe chain stretch issues on a dual-row.

I've done over 15 chains on the 104 series, and yet to find one stretch.

It is however a common issue on the M271 motor (done about 5-8 of them) which is a single row, 1.8 kompressor.

[Pagz]

From what I see around the net single chains wear very quickly!.

My concern is that when I test at 2mm lift I have 6 degree's stretch above the value WIS gives and when the cam locks are in place the chain between the cams is considerably slack, enough to see down the guide rails. Is this normal?.

I'm obviously stubborn as well^^.

[RemoLexi]

I don't have a clear answer on that, could the gear in between be worn? It's the gear that would be a balance shaft on M272's (which fails all day long)

Also I'd imagine drenched in oil some of the slop it taken up.

[Pagz]

Good point, the oil would make a fair difference!

Interesting you mention the idler gear, which is same as balance shaft on M112 as well?....does the M113 pully run on a race or journal bearings?

Have you ever done a 2mm bead reseal job on the timing cover?, tricky to get tidy? WIS is fairly exsplicit to avoid damage from clogged oil ways. I've seen the nice machine they use at the factory, I'd imagine doing it by hand is no where near so perfect^^.

[Pagz]

Guys,

How do you check the camshaft number? Do you have to remove the sprocket to see it?...WIS says it's on the sprocket flange but it ain't there as far as I can see.

I ask because I checked the exhaust valve timing last night, the value should have been 35 BBDC but instead I got 25 BBDC, 10 degree stretch!? but hold on shouldnt it also be 6 degree off like the intake was...ironically the 31 on intake and 25 on exhaust lines up with specs for the M113 5.0L's.

Does anyone know why my part numbers like the timing case, flexi plate, water pump etc do not show up in EPC?.. they only show up as used parts when I google them.

[Cm60K]

Paul,

When you put your Vin #, all these part #s not appears....??

ZAYED,,

[RemoLexi]

It's been a while since I've done a front cover on a 113, I don't remember anything difficult. I also don't remember the bearing on the roller unfortunately.

[Pagz]

Zayed, When I enter VIN all parts show up but none are the same part numbers for the water pump, timing cover, flexi plate. When I search the part numbers without VIN they do not show up in EPC.

Remo,
Thanks, hard to tell from EPC but looks like the pully comes with a bearing race installed into it(assuming because there are no replaceable bearings or shells shown)

I'm starting to think that I have zero chain stretch and the cams are different spec to what WIS shows for the 113.984.

I'm going to pull the cam gears off tonight and see if there is a number on the cam flange.

[AMG KC]

Are the camshafts the same in the 55 engine as they are in the 43 or are they abit wilder?

[Pagz]

KC, the cams are different parts in EPC, so I woudl assume they are not the same design.

Remo, have you ever replaced cams on early M113 due to wear? I think the rest of my timing checks out but suspecting cams now, Also note in EPC it says do not use old stock of these cams...interesting

[RemoLexi]

Never heard of any cam issues..

[Pagz]

Seems very rare, only once on a C43 somone mentioned the dealer changed the cams under warrenty to repair a ticking noise so not really comparible.

If only my cams had numbers on them.

[AMG KC]

Does anyone know the lift and duration on both types?

[Pagz]

Sorry I dont have specs for you on these.

Remo, Zayed
looking in through the water pump ,the seal between the timing cover and block is split...looks split right through too not just surface, I would guess this eventually leads to milk?.

Have you come across this before?...

Have decided to do the valve seals from above so don't want to remove the heads or timing case.

[RemoLexi]

Never seen that seal there, but I have to admit I never looked!

Yea you should be fine doing the seals with the heads on, you can force compressed air to hold the valve up in place, or with the cams out you can bring the piston up and the valve won't be able to fall in as it will lay on the piston.

[Pagz]

Replacing the seals behind the timing case requires disturbing the front portion of the head gaskets, I decided to just go through with a complete clean up of the timing system and take heads are off.
Bore looks good... apart from sucking out any carbon bit's I'm staying well away from that area.


Of most interest was the guide rails, whilst not heavily worn I wouldn't have expected the clips on the upper rails to be split, or any areas that were worn through on the rails.

[Pagz]

Left rail, worn through a little at the base there, Makes you wonder what extended intervals on minerals would do to this engine!. I can see some wear on the load side of crank and cam sprockets,very little on the idler.


Couple of shot's inside...amg cast into the underside of the piston,weights added to the crank for proper balance.


Other parts to be replaced will be the tensioner(didnt hold oil well) and the oil pump check valve,which had drained dry.

[AMG KC]

I must say it all looks very clean in there on the whole. How many klms on that engine?

[Pagz]

Very clean for 148km's, It looks to have been run on mobil1 at 18 - 20km interval from new. Even with synthetics I still feel that's too far between but lets not start that topic

[AMG KC]

I used it in my Corvettes years ago but switched to Castrol when someone in Australia decided Mobil 1 should be about $80 for a 5ltr bottle of 5w30... Jumped from about $45 a bottle over night here.

I changed it about every 4,000 miles, but then it was no Mercedes Benz no matter how hard you pull.

[Pagz]

Yes not cheap stuff that's for sure!, I try to buy a few when its on special

The C43 enigne has been run on minerals for some of its life it looks no where as clean inside, looking forward to checking the timing system on my next visit.

[AMG KC]

Mine has full service history and all state Mobil 1, so ill stick with that with this one.

[RemoLexi]

Yuck M1 here in the states sucks!

I run Pentosyn 5w40 & redline 15w50 in the Porsche

[Pagz]

Small update - Installing tip shifter tunnel add-on

Original gate setup


Original add-on removed and hole cut for tip add-on


Primed,painted, Installed with steel structural rivets and mb chassis seam sealant.


Updated Insulation,cable tray and shifter from clk55, all fits well.


Removed gate shifter harness and installed tip harness, replaced EIS,Steering lock,ESP ,TCU and ECM from CLK55. Locking system works with CLK55 key, though we are some time off starting the engine. Few more wiring changes to do.