Author Topic: Production Changes - Evolution Throughout Production - Air suspension  (Read 2148 times)

Scoot

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Anti-Freeze Device

There are three different versions of the anti-freeze device. Versions 2 and 3 are directly interchangeable. Version 1 can be replaced with the later versions, however there are a few other small parts that are then no longer used.

All three versions attach to the mounting bracket the same way. The major difference between the first version and the two latter versions is that the first version drew in fresh air from the engine's air cleaner. The later two versions had their own air cleaner. The first version requires that the top to the engine's air cleaner housing have the nipple on it to accept the rubber hose.

Notice that Version 1 has three pressed-in pipe fittings for the air line connections. Version 2 and 3 have the small cylindrical air cleaner screwed into the side adjacent to the radiator. Version 2 retains the pressed-in pipe fittings for the other two air line connections. Version 3 has screw-in fittings for the other two air line connections. Version 3 also has a capped connection point for a fourth air line. No 300SE uses this fourth connection point.

1st Version. Used on sedans until chassis end number 004374 and coupes & convertibles until chassis end number 004378.

2nd Version. Used on all cars after the chassis end numbers listed in the Version 1 section.

3rd Version. There is no clear indication as to exactly when Version 3 replaced Version 2 other than most '64 cars had Version 2 and '65 cars had Version 3.
 

Air Supply Reservoir

There are three different versions of the air reservoir.

Version 1: Mercedes # 112-320-08-52. Tank capacity is not known.

Version 2: Mercedes # 112-320-10-52. This is a 9.0 liter tank.

Version 3: Mercedes # 109-320-00-52. This is a 7.5 liter tank.

Version 1 was installed on all sedans until chassis end number 004208, except for 004169, 004181, and 004193. Version 1 was installed on all coupes and convertibles until chassis end number 004171. The only clear distinction between Version 1 and Version 2 is that the screw plugs at the top of the tank are different sizes, and, therefore, the O-ring seals are also different sizes. Version 2 and Version 3 both use the same size plug and O-ring seal. There is no clear indication when Version 3 replaced Version 2, other than that Version 2 was used on cars up through at least 006741.

There are changes in most of the steel air lines through-out the car. It is not clear what the changes were.
1965 300SE Lang
1959 Borgward Isabella Coupé

Scoot

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Production Changes - Evolution Throughout Production - Brakes
« Reply #1 on: November 21, 2018, 05:57:49 PM »
There were two different versions of Dunlop front calipers. I can find no information to indicate exactly what the differences were, but it appears that the difference is in the wheel cylinder(s). The factory parts book, Edition D indicates that there were two different types of brake pads for the Dunlop front calipers. I can't say for sure, but it seems reasonable to assume that one type of pads is for the early version of caliper, and the other type pads were for the later version of the caliper.

One indication of the time frame in which the change in the caliper occurred is the fact that the change isn't mentioned until the Edition D version of the parts book, after the changeover to the Teves (ATE) calipers. This may mean that the later style of Dunlop caliper was never actually used in production, but was used solely as a replacement part for repairs. I mention this to help address the unlikely situation where an owner buys a new pair of pads for his/her car but the pads don't fit correctly.

Dunlop brake calipers (of either version) where installed on the front brakes of the 300SEs through VIN number 112.xxx-xx-005866 after which Teves (ATE) calipers where installed.

The information on the rear axle calipers is a bit less clear. Judging from the information in the factory parts books, Dunlop Calipers were used throughout production, though there were three different versions.

Version 1 was used up through VIN # 006975.

Version 2 was used from VIN # 006976 through 008288.

Version 3 was used from VIN # 008289 to the end of production. (See End of Life/Break in Production)

The caliper version #1's part number is superseded by caliper version #3's part number but also requires replacing the steel brake fluid lines to the calipers.

The caliper version #2's part number is also superseded by caliper version #3's part number but also requires a different set of brake pads. Interestingly enough, the pads are indicated to be those used for the front brakes with Teves (ATE) calipers. This almost has to be an error in the part number in the book. It doesn't make any sense to change to the later style caliper but not use the same pads as would have been used when the later style caliper was installed during production. There were no changes to the rotor anywhere during production.
1965 300SE Lang
1959 Borgward Isabella Coupé

Scoot

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Model Changes:
In January 1964 the engine incorporated several substantial changes. The changes were so substantial that the engine's type designation was changed. The sedan engine's designation changed from 189.984 to 189.986. The coupe and convertible engine's designation changed from 189.985 to 189.987.

For reference purposes, the engine underwent some minor additional changes in August 1965 for use in the new square back sedans which replaced the finback sedans. The 108 chassis 300SE (no air suspension) used the 189.989 engine, and the 109 chassis 300SEL used the 189.988 engine.

It is worth noting that the only difference between the sedan engines (189.984 and 189.986) and the coupe/convertible engines (189.985 and 189.987) is that the coupe/convertible engines were outfitted with a drive for the mechanical tachometer.

The major differences between the 189.984/189.985 engines and the 189.986/189.987 engines are an increase in compression, changes in manifolds, and replacement of the two-plunger injection pump with a six-plunger injection pump. However, there are numerous, less conspicuous, differences.

Almost all of the engine's internal parts are different. See the section on the engine's individual components for more information. Note that even though the cylinder heads are mechanically interchangeable between the early engines and late engines, this should not be done because the early engines do not have as many water passageways.

Air Cleaner:
The air cleaner assembly changed at the same time that the engine changed from 189.984/985 to 189.986/987 though the two assemblies are interchangeable. The later air cleaner canister has a special shape to allow incoming air to better circulate around the filter element.

Additionally, there was an extension for the air inlet. This extension fits on the existing air cleaner assembly and moves the air intake further out into the air stream in front of the radiator. This extension was supplied on all 189.986/987 engines, and on the 189.984/985 engines from chassis:

112.014/015-xx-004375

112.021/023-xx-004379

At the same time as this change, the air cleaner cover also lost it's nipple for the air line to the air suspension system's anti-freeze device.

There was some additional mounting hardware for the assembly available for "export" vehicles, upon "special request". We have never seen a vehicle with the additional hardware, and don't know what its purpose was. This hardware consisted of: 2 ea. 8x25mm hex head screws, 1 ea. 8x20mm hex head screw, and 3 ea. 8,4 DIN 125 washers.


1965 300SE Lang
1959 Borgward Isabella Coupé

Scoot

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Production Changes - Evolution Throughout Production - Air Venturi Controller
« Reply #3 on: November 21, 2018, 06:03:50 PM »
Since 300SEs were originally available only with an automatic transmission, all mixture controllers were outfitted with the electric switch (this switch is one of two that actuate the double acting solenoid on top of the automatic transmission). Only after the introduction of the optional manual transmission in 1963 did the parts become available to eliminate the switch assembly on the mixture controller.

All of the mixture controller part numbers listed  below include the switch. If a new mixture controller was ordered for a manual transmission engine, then the special parts that eliminate the switch also have to be ordered, or taken from the old unit.

000 140 17 53   1st version  189.984/985 engines.
Replaced by 2nd version. Reason for, and time of,  replacement is unknown.

000 140 18 53   2nd version  189.984/985 engines.
Used on 189.984-12 engines up to engine 003717 and on 189.985-12 engines up to 000701.

000 140 03 07   3rd version 189.984/985 engines.
Used on 189.984-12 engines as of  003718 and on 189.985-12 engines as of 000702.

000 140 29 53   4th version 189.986/987 engines.
Used on all 189.986/987 engines. Replaced by 5th version. Reason for, and time of,  replacement is unknown.

000 140 41 53   5th version 189.986/987 engines.
Used on 189.987-10  engines up to 000678 and on 189.987-12 engines up to 001434.

000 140 46 53   6th version 189.987/988/989 engines.
Used on 189.987-10  engines as of 000679 and on 189.987-12 engines as of 001435. Also used on all 189.988/989 engines.
1965 300SE Lang
1959 Borgward Isabella Coupé

Scoot

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The 189.984/189.985 engine's camshaft and bearings underwent some lubrication changes. Both style camshafts are hollow and are pressure fed oil from the rear cam bearing, but the early style camshaft has holes drilled on the backside of each cam lobe to lubricate the rocker arms. The later style camshaft does not have the holes on the backside of the lobes. Instead, there is an oil pipe that runs the length of the camshaft and is screwed to each of the cam bearings. The pipe is supplied with oil from the top of the fourth cam bearing, and has holes drilled in it over top of each cam lobe. This provides a better supply of oil to each lobe.

The early style cam can be replaced with a later style cam (still from a 189.984/189.985 engine) so long as the bearings, oil pipe, and other related hardware are also changed at the same time.

The last engines with the early style cam are:

189.984-10-000084

189.984-12-003429

189.985-10-000096

189.985-12-000570

Engines with serial numbers higher than these should have the later camshaft and bearings.

All 189.986/987/988/989 engines used the same camshaft and bearings, but not the same as either type 189.984/985 camshaft and bearings.

It should be noted that the factory did have undersize camshaft bearings available in both 0.10 mm and 0.25 mm undersize for all three versions of bearings.
1965 300SE Lang
1959 Borgward Isabella Coupé

Scoot

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Re: Production Changes - Evolution Throughout Production - Fan Clutch
« Reply #5 on: November 21, 2018, 06:05:49 PM »
The earliest engines had no fan clutch at all. The fan was driven directly from one of the belts. If the engine speed changed, the fan speed also changed. This method is very effective, but does constantly consumes engine power. Moving all that air around isn't easy.

In an effort to make more power available for turning the rear wheels of the car, the factory incorporated a clutch into the fan drive system. With a fan clutch, the fan is driven only when the coolant temperature is higher than a predetermined level. When the coolant temperature is within a "normal" range, the clutch is disengaged and the fan blade floats, reducing the load on the engine.

The fan clutch is an electro-magnetic unit. This being the case, the fan clutch is either fully engaged or fully disengaged. There is no intermediate level of drive to the fan blade. The clutch is controlled by a thermo-switch mounted in the top of the water manifold.

The direct drive system was installed on:

Engine type 189.984-10-xxxxxx up to number 000131.

Engine type 189.984-12-xxxxxx up to number 003651.

Engine type 189.985-10-xxxxxx up to number 000166.

Engine type 189.985-12-xxxxxx up to number 000665.

All 189.984 and 189.985 engines after these points, and all 189.986 and 189.987 engines had the electro-magnetic fan clutch installed.

The exception to the rule occurs when the car was equipped with either factory installed, or proper dealer installed, air conditioning. In this case, the engine was equipped with a hydraulic fan clutch. This applies regardless of the engine type.

The clutch is driven by pressurized engine oil being directed through the clutch by a temperature controlled valve in the cooling system. The hotter the coolant, the more the valve opens and more oil flows through the fan clutch.

There are two types of the temperature controlled valve. The early type is mounted on the left side of the cylinder head, about two thirds back the length of the head. The later style valve is  mounted on top of the chain tensioner for the chain that drives the injection pump. It is located at the front of the engine, to the left of the cylinder head.

I have not yet found anything to indicate exactly when the changeover occurred. The one piece of information I can offer is that cars up through 1964 have the early style valve, and 1965 cars have the later style valve. This implies that all 189.984 and 189.985 engines and early 189.986 and 189.987 had the early style valve.
1965 300SE Lang
1959 Borgward Isabella Coupé

Scoot

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Production Changes - Evolution Throughout Production - Fuel Injection Pump
« Reply #6 on: November 21, 2018, 06:21:04 PM »
The most conspicuous update to the pump was the replacement of the early engine's 2-plunger injection pump with the later engine's 6-plunger pump, along with all the affected components, i.e., more injection lines and a different intake manifold.

The 189.984 and 189.985 engines had the 2-plunger pump, and the 189.986, 189.987, 189.988 and 189.989 engines had the 6-plunger pump.

However, even within a given engine type, there where different versions of the injection pump. In fact, in some cases, two otherwise identical cars, one with an automatic transmission, the other with a manual  transmission, will have different type injection pumps. The pump type is located on a plate on the side of the pump.

Bosch EP/ZEB 2 KL 75 R 12   Mercedes # 003-074-99-01
Two-plunger pump. The R12 pump was used on all early 189.984 and 189.985 engines with automatic transmissions.

Bosch EP/ZEB 2 KL 75 R 15  Mercedes # 006-074-21-01 or  189-070-00-01
Two-plunger pump. The R15 pump was used on all late 189.984 and 189.985 engines with automatic transmissions. The R15 pump supercedes the R12 pump.

Bosch EP/ZEB 2 KL 75 R 17  Mercedes # 006-074-26-01 or 189-070-01-01
Two-plunger pump. The R17 pump was used on all early 189.984 and 189.985 engines with manual transmissions.

Bosch EP/ZEB 2 KL 75 R 18  Mercedes # 006-074-27-01 or  189-070-02-01)
Two-plunger pump. The R18 pump was intended to be used on all late 189.984 and 189.985 engines with manual transmissions. There are two different sources of information that state that this pump was never actually used in production. The R18 would have superceded the R17 pump.
 
Bosch PES 6 KL 70/120 R 12  Mercedes # 189-070-03-01
Six-plunger pump. The R12 pump was the only pump used on all versions of the 189.986 engine. The Edition D parts book states that later 189.986 engines had the R19 pump installed, but cites conflicting engine numbers. All other sources of factory documentation state that all 189.986 engines used only the R12 pump. Numerous inspections of existing vehicles support this conclusion.
Other engines using this pump are:

189.987-x0 (manual transmission) engines up to 000480.

189.987-x2 (automatic transmission) engines up to 000871.

Bosch PES 6 KL 70/120 R 19  Mercedes # 189-070-05-01
Six-plunger pump. The R19 pump was used on:
189.987-x0 (manual transmission) engines from 000481 to 000673.

189.987-x2 (automatic transmission) engines from 000872 to 001412.

189.988-x0 (manual transmission) engines up to 000238.

189.988-x2 (automatic transmission) engines up to 001456.

189.989-x0 (manual transmission) engines up to 001012.

189.989-x2 (automatic transmission) engines up to 001467.

 
Bosch PES 6 KL 70/120 R xx  Mercedes # 189-070-07-01

Six-plunger pump. The "R" number of this pump is not yet determined (the factory documentation does not identify it). This pump was used on the following engines:
189.987-x0 (manual transmission) engines from 000674.

189.987-x2 (automatic transmission) engines from 001413.

189.988-x0 (manual transmission) engines from 000239.

189.988-x2 (automatic transmission) engines from 001457.

189.989-x0 (manual transmission) engines from 001013.

189.989-x2 (automatic transmission) engines from 001468.

 The two styles of injection pump are completely different, including the various components attached to the outside of the pumps. However, I want to point out a specific component and that is the pump's water thermostat housing.

The housing can rust out and need replacement. This by itself is no problem, as long as the original thermostat element and spacers are reused. What does happen, though, is that the replacement housing is taken from the wrong style pump, i.e. a housing from a six-plunger pump is used on a two-plunger pump, and vice-versa. This causes the two water spigots to be pointed in the wrong directions and generally results in some very creative methods of getting the water lines reconnected.
1965 300SE Lang
1959 Borgward Isabella Coupé

Scoot

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Production Changes - Evolution Throughout Production - Intake Manifold
« Reply #7 on: November 21, 2018, 06:26:35 PM »
The intake manifold certainly underwent changes, but none are indicated in any of the factory parts books. All versions of the parts books give a single part number for the intake manifold: 189 140 04 01.

There are primarily two different versions of the intake manifold for the early engines (189.984 and 189.985). The first version has an diamond shaped hump in the top of the manifold between the intake runners for cylinders 4 and 5, the second version had a circular shaped hump.

In both cases, the humped area may, or may not, have been machined for connection of additional components. In the first version, the additional component was intended to be an intake air thermostat. There is no evidence that an intake air thermostat was ever actually used on any 300SE, but the manifold had been designed to accommodate it. When drilled and machined for the thermostat, the manifold had a diamond shaped plate secured over the hole with a gasket and two small bolts.

In the second version, again, the connection point may, or may not, have been machined. In this case the connection point was used to connect the vacuum line for the vacuum operated door locks on the LWB sedans.

Unfortunately, other than continuing to document which specific engine has each type of manifold, there is no way to know when production changed from the first version to the second. (If you have a 300SE with the 984/985 engine, I would greatly appreciate a photo of the manifold and the engine number!)

Whereas the factory documentation for the 984/985 engine's intake manifolds is wrong, the factory documentation for the 986/987/988/989 is just misleading. And, I haven't satisfied myself yet that I can give accurate information for the 986/987/988/989 intake manifold, so I haven't published anything for it yet.
1965 300SE Lang
1959 Borgward Isabella Coupé

Scoot

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Production Changes - Evolution Throughout Production - Chain Tensioner
« Reply #8 on: November 21, 2018, 06:28:28 PM »
The only change to the chain tensioner was the incorporation of a groove for a large rubber O-ring that provides the seal between the tensioner assembly and the engine block, rather than a gasket. Early style tensioners can be replaced by the later unit as long as it is used with the O-ring seal.

The last engines with the early style tensioner are:

189.984-x2-002470

189.985-x2-000156
1965 300SE Lang
1959 Borgward Isabella Coupé

Scoot

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Production Changes - Evolution Throughout Production - Water Pump and Housing
« Reply #9 on: November 21, 2018, 06:33:08 PM »
Versions 1 and 2 of the original water pumps were lubricated by a charge of oil contained within the body of the pump. The body has two hex. head screws in the side, one for draining the old oil and one for filling with new oil.

Version 3 pumps are permanently lubricated with grease and have eliminated the two hex. head screws in the body.

186 200 08 20   1st Version    Replaced by 2nd version. Reason for, and time of,  replacement is unknown.

189 200 04 20  2nd Version   Used on all subsequent 189.984 and 189.985 engines, and until engines 189.986-10-000465 and 189.986-12-001363. It is not known at exactly what point the 189.987 engines stopped using this pump.

189 200 07 20  3rd Version
Used on all subsequent 189.986 and 189.987 and all 189.988 and 189.989 engines.

Water Pump Housing
189 201 02 01  1st Version    Used on 189.984-10/20 motors up to 000177, on 189.984-12/22 motors up to 003764, on 189.985-10/20 motors until 000208, and on 189.985-12/22 motors until 000719.
Can be identified by large hole for steel plug that is threaded for bottom shield plate screw, and only one hole in rear for connection of steel water line.

189 201 03 01   2nd Version   Used after 1st Version, it is not defined when this part was superceded.
Can be identified as being identical to 1st version except that the hole for the steel plug has been eliminated, and instead, there is a boss in the casting with a threaded stud for securing the bottom end of the shield plate. There is no boss on the rear for the potential connection of a second steel water line.

189 201 04 01   3rd Version   Used after 2nd Version, it is not defined when this part was superceded.
This part is identical to the 2nd version of the part except that there is a boss on the rear of the housing for connection of a second steel water line. I have never seen this boss drilled and tapped on 3rd version housings .

189 201 05 01   4th Version   I have never seen this version of the housing.

189 201 07 01   5th Version   I cannot determine any difference between this version of the housing and the 3rd version, except that the boss on the rear of the housing is drilled and tapped for a large screw fitting for a second steel water line.
1965 300SE Lang
1959 Borgward Isabella Coupé