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    Stephen Bayley
    Stephen Bayley joined the group Ferrari Testarossa Club
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    Stephen Bayley
    Stephen Bayley joined the group Porsche 911 992
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    STEVEN’S E31 #BMW-850Ci-E31 / #BMW-850Ci / #BMW-E31 / #BMW / #BMW-850i-E31 / #BMW-8-Series / #BMW-8-Series-E31 / #BMW-M70 /

    Yes, I know the 850 is supposed to be for sale. But you can’t sell a broken car, and if there’s one thing that E31s are good at, it’s being very high maintenance.

    I suppose I could call this one a narrow escape, as it happened the day after it passed its #MOT . Upon start-up, I heard the characteristic screech of a worn fan belt. This surprised me as it’s not that old, however it is adjustable, so I mentally put it on the ‘to-do’ list. While pulling away, however, I heard a distinct rattling noise coming from the engine bay, so I quickly pulled over to investigate. I found the viscous fan rattling away at all sorts of angles, with coolant spraying out from the water pump which it’s connected to. Clearly the water pump had lost its bearings and was moving in a ‘nonlinear’ fashion.

    Water pumps are not that hard to change, they are simply bolted to the front of the engine block. Accessing one, however, does require the removal of several parts, namely the viscous fan, fan shroud, radiator and coolant hoses, thermostat, both auxiliary fan belts and associated tensioners, and finally the crank pulley. The last one is particularly difficult to remove and has to be levered off using a large screwdriver, lots of muscle and even more patience. All of this took me about four hours to remove.

    I could now access the water pump, and removal of that was interesting. The pump housing has three threaded holes in it which seem to serve no purpose as they line up with nothing. In fact, they are there for removal. You screw some bolts into the holes and, by tightening them up, they push the pump away from the block. After that, you just need to carefully pull the pump off from the block, trying not to pull the top hoses off from the back of the engine.

    Fitting of the new pump was, as always, the reversal of removal, and once I’d drained and replaced the remaining coolant I fired her up. Lo and behold, a spinning fan and no leaks. Happy days, and all-in the job took six hours. Shame I chose a day when it was 33°C, but never mind. I also had another go at the headlining last week. I replaced the headlining a couple of years ago when I rebuilt the sunroof as it was sagging badly and quite dirty. It was a time-consuming, but relatively simple job. However I noticed that it was starting to sag again, so clearly more attention was required. It is only really held-up with clips so can be pulled off once you have removed the roof handles and sun visors, and I set to work removing and re-gluing the material back on, this time with stronger glue. All of the clips instantly broke when I removed it (as they always do) so a quick trip to BMW sorted me a replacement set. Once refitted, I have to say it was looking rather smart. Now I can sell it.

    Knackered old water pump has been replaced. New water pump in place.
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    Stephen Bayley
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    The magic Mercedes number 300 stands for the high claim to build the best car in the world. But only the 300 S mentioned coupes and convertibles drive engineering and driving culture to the top. We drove the Schaustuck from the Paris salon in 1951. Luxurious liner. #Mercedes-Benz-300S-W188 / #Mercedes-Benz-W188 / #Mercedes-Benz / #1952 / #Mercedes-Benz-300-S-Convertible-A / #Mercedes-Benz-300S-Convertible /

    The imposing Mercedes 300 S fulfills all the criteria of a real full-blooded automobile. The finely decorated, beautifully illustrated two-seater carries the massive star on the endlessly long bonnet with special pride. It originates from a classy, innovative brand, is powered by a 150 hp three-liter six-cylinder with overhead camshaft, and its elaborate chassis with rear double-jointed pendulum axle combines unrivaled ride comfort with a safe road position. The MotorRevue, a classy sister magazine of automotor and sport, euphorically stated: "There is no doubt that we are dealing with the best car in the world in the case of the 300S." Only the "antiquated pre-war body" is mended It is precisely the enormous charm of this class car.

    The Hall-of-Fame-qualification of the highly sporty, 300 S is completed by the low number of pieces: only 560 copies of this mens car automobile, which like no other German car of that time paid for luxury and performance, were predominantly manual work and still Distributed on three body variants. There was above all the 300 S Cabriolet A with steeply raised cloth top and striking storm bars. In addition, the solved clientele could still choose between a roadster with a thin, fully retractable fabric hood as well as a stylistically extremely successful coupé, which looks as if the roadster had been designed with an adorable little hardtop. No one can see in his splendor and glory the somewhat old-paternal Adenauer base. The 115 hp and 160 kmh fast 300 sedan delivered the engine, gearbox, axles and the shortened chassis for the 300 S by 15 centimeters with the x-shaped oval tube frame. Since the prewar type, this had been the basic piece of the Mercedes kit since 1949, which has been extended by 170S and 220S since 1949.

    The original 1952 convertible

    At the IAA in April 1951, the #Adenauer again linked the famous pre-war tradition of high-quality Mercedes class cars. Only a few months later, in October 1951, the 300-coupe coupe and convertible appeared at the 38th Paris Salon Mondial de l'Automobile. With the higher-compression three-liter six-cylinder engines instead of two Solex carburetors, the elegant two-seater was capable of producing 150 hp. According to the Mercedes-Benz chronologist Werner Oswald, only two models were produced in 1951, a coupe and a convertible A.

    The latter, still painted white on the exhibition photos, has survived and is presented in new splendor on these pages. The perfection and perfection that was uncompromising in perfection and authenticity was made by the Mercedes-Benz specialist Mechatronics Classic, a Pleidelsheim company. Only the color is a concession to the new owner who does not want to be named and unfortunately wants to give little over this jewel. However, it is important to know that this Ur-300-S has been running for a long time in the USA and has been crudely upgraded to a medium circuit.

    Eye-catching cream should be DB code 629, instead of innocent white. Because in this striking pastel tone, the car was re-painted in 1955 because of its prototype character. He makes his mysterious identity in 28 subtle differences, most of which concern body and interior. Most notable are details such as the trim strip in the middle of the bonnet, the limousine indicators, the missing number plate lights and the unfinished open bumper horns.

    But when you enter the splendid antique cabinet, which receives the driver with the finest leather, two precious wood veneer and a wealth of chrome-plated pull and rotary switches, the connoisseur records the most important difference to the later manufactory small series. The heavy, wide portals of the 300 S with the elaborately modeled footboard openings open across the wide, wide sills, while the passengers of the regularly manufactured 300 S can only see the road. The frame bracket closes with them on the side wall.

    A luxury yacht for the road The feeling in the 300 S differs, apart from the pronounced fresh-air flair when the convertible top is open, not very much from the recently intensely moving 300 limousine. After an awesome pressure on the starter button, the six-cylinder wakes up with hoarse sound and harmonious idle speed. The controls for steering, brakes and shifting are astonishingly low. The large, wide car is amazingly effortless and already around the first kilometer round and liquid. Once again, the steering wheel system celebrates driving in this majestic boat to the stately act. From a sublime position in the sumptuous armchair, you always have the good star on all the streets at the end of the endless hood horizon.

    The guarantor of security makes you safe even in this precious solitaire over the narrow streets. They try to find their way between the vineyards of Besigheim by chance. The easy play of the ball circulation around the center position makes the swing, the chrome-plated hoop ring also activates the turn signal, it awakens the impression that standing pedals are more sensitive. The clearly drawn instruments recall the father's pontoon, an oil pressure gauge is on board, a speedometer would be nice. One would like to explore the true performance with the supple six-cylinder, whose pulling power is astonishing, and whose joy of rotation is astonishing. But it also goes so fast forward, impressive is the swallowing capacity of the suspension. Even fast-moving corners he takes confidently, without the driver of the heavy ship is afraid. So just this 300-S-Vollblut in the end would only wish that it will be driven in the future and not only in the stable.

    CONCLUSION
    I rarely have the pleasure of driving such a full-blooded luxury car as the Mercedes 300S. It is not only the craftsmanship that characterizes this car. Performance, comfort and handling characteristics were far ahead in the early 1950s. Only the opulently painted body reminds of the prewar years.

    The artistically equipped 300S was once 5500 Marks more expensive than the ascetic 300SL
    Another 300S is being rebuilt Mechatronics masterpieces

    The cream-colored 300S Cabriolet of this story celebrated its resurrection at Mechatronics Classic in Pleidelsheim. The specialist company, founded in 1996 by Frank Rickert, a former AMG engineer, is one of the first addresses when it comes to maintenance, repair and restoration of high-class Mercedes-Benz cars. Impressive is the depth of production: whether bodywork, saddlery, parts logistics or engine construction, everything is under one roof.

    The keyboard of the chromium, embedded in the root veneer. Sublime Mercedes star on solid screw base.

    Three-cylinder six-cylinder with three carburettors

    The "Sindelfinger Body" is a compliment.
    The Mercedes stylists understood their craft

    The 300 S is formally still far away from factual pontoon prose. He also rejoices with sensuous curves in perfect poetry

    TECHNICAL DATA FILE #1952 #Mercedes-Benz-300S-Convertible-A-W188 I, 1951-1955 / #Mercedes-Benz-300Sc-Cabriolet-A-W188 / #Mercedes-Benz-300-Cabriolet-A-W188 / #Mercedes-Benz-W188 / #Mercedes-Benz-300Sc / #Mercedes-Benz-300Sc-Cabriolet-A / #Mercedes-Benz-300Sc-Cabriolet-W188 / #Mercedes-Benz-M199 / #Mercedes-Benz / #Mercedes-Benz-Cabriolet-W188 / #Mercedes-Benz-Adenauer-Cabriolet / #Mercedes-Benz-Type-300-Cabriolet / #Konrad-Adenauer / #Adenauer

    MOTOR Type #M188 / , water-cooled six-cylinder in-line engine, front longitudinal, bore x stroke 85 x 88 mm, displacement 2996cc,
    Power 150 hp at 5000 rpm,
    Max. Torque 230 Nm at 3800 rpm
    Compression ratio 7,8: 1, two valves per combustion chamber, operated by an overhead chain driven camshaft and drag lever, block made of gray cast iron, cylinder head made of light metal, seven crankshaft bearings, three case streamers Solex 40 PBJC 6.5 liter
    POWER TRANSMISSION Single disc dry clutch, fully synchronized four-speed transmission with steering wheel shift

    BODY AND CHASSIS Steel body, welded to the X-shaped oval tube frame, front independent suspension on double triangular cross-arms, coil springs, telescopic shock absorbers, rear swing axle with two hinges, two coil springs per wheel, balancing spring, telescopic shock absorbers, Drum brakes, wheels 5 J x 15, tires 6.70 x 15

    MASS AND WEIGHT
    Wheelbase 2900 mm, length x width x height 4700 x 1860 x 1510 mm,
    Weight 1760 kg, tank 85 liters

    DRIVING AND CONSUMPTION
    Max speed 175 kmh,
    0-62MPH 0 to 100 in 14 s, consumption 17 l / 100 km
    BUILDING TIME AND PIECES 1951 to 1955, 560 Expl., In addition 200 pieces 300 Sc (W 188 II), 1955 to 1958

    MERCEDES-BENZ 300 S CABRIOLET A CAR REPORT PURCHASING
    Mercedes 300 S / Sc, W188
    A top-class car like the 300 S consumes immense restoration costs, despite solid frame construction and robust technology.

    BODY CHECK

    Because the 300 S now costs the cost of a full restoration with a value of 600,000 euros, one should consult a specialist before the purchase, which can assess the quality of previous partial restorations and body repair. Thanks to the solid X-shape oval tube frame, penetrations on the underside are rare, sometimes it gets the longitudinal beams in the rear axle area or the floor plates at the level of the front seats. However, all attachments, such as mudguards, doors and bonnets, are highly susceptible to rust. A 300 S should be complete as a restoration object. The processing of the valuable interior is complex and costly.

    TECHNOLOGY CHECK
    Although a similar 300 S is not a 170 diesel, but the slightly long-stroke three-liter six-cylinder is considered robust and achieves high mileage. He does not like Dauverollgas. Above all, the 300 Sc with nine liters of oil content has been cautiously warm. Worn piston rings, which lead to high oil consumption, are not rare. But most of the technical problems on the carburetor battery, the injection system (SC), the braking system and the central lubrication for the axle joints are the cause of damage to the booth.

    PRICES
    On introduction 1952 Mercedes-Benz 300S, convertible A 34 500 Mark
    Classic Analytics Prize 2017 (state 2/4) 655 000/435 000 euros

    SPARE PARTS
    The parts position is critical with the only 760 times built 300 S / Sc. Not everything is available, the prices are 300-SL level, the quality varies. Restorers prefer to work instead of exchanging. Good sources are: Mercedes Classic Center and the parts dealers Werner Karasch, Heinrich Niemoller, Günter Jelinek and Miroslav Benkovic.

    CLUBS AND SPECIALISTS
    Mercedes-Benz Veteranenclub eV, MVC, Hackländerstrasse 23, 70184 Stuttgart, Tel. 07 11/75 85 77 15, www.mvconline.de Kienle Automobiltechnik GmbH, restoration and sale, Max Planck Street 4, 71254 Heimerdingen, www. Kienle.com Mechatronik Classic GmbH, restoration, sales, Stuifenstraße 54, 74385 Pleidelsheim, phone 071 44/998 20, www.mechatronik.de


    WEAK POINTS
    1 mudguards, lamppacks, standing blocks.
    2 door boards (footboard)
    3 car lifts
    4 rear frame braces
    5 spare tire trough
    6 Central lubrication
    7 Front and rear axle joints
    8 Carburetor synchronization
    9 Dry sump lubrication (Sc)
    10 Injection stamped pump (Sc)

    Practicality 2
    Spare parts location 2
    Easy to repair 3
    Maintenance costs 2
    Availability 1
    Demand 2
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    Stephen Bayley
    Stephen Bayley joined the group Mercedes-Benz Type 300 Adenauer
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