what engine # is that block exactly? There are two different 119 blocks..tall deck and short deck.

Nice cut btw;-)

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Should be a short deck. I cant think of any 119 that was still tall deck when they went to the open deck blocks.

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1993 190E 2.6 Sportline

There are not any numbers on the section I have.

engine # would have been stamped into the front top where the timing cover meets..or @ the rear, just behind the drivers side head

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Jonathan Hodgman
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Located in the Atlanta area
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Mercedes Repair Atlanta

Yesterday I was asked if the manual trans conversion projects were canceled, I responded, good question lol.

So far I still am missing the M119 oil pan and have not received the M117 engine assembly.

Life seems to always get in the way with these things.

On side note, I am machining up an adapter plate and fly wheel to convert a 2012 Fiat 500 to an electric car. The owner is highly motivated and well funded, a nice combination to work with, lol.

Just finished up a plate and fly wheel for an electric Fiat.

I am tired of tripping over the parts for a MB conversion, I think I am going to do CTH's set up for the 6-speed when I have all the parts and get everything back to him so I can use the space for paying jobs.

I do not have much room as it is, so floor and storage space comes at a premium.

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Update:

A small group of members has selected a 6-Speed Getrag 420G used in BMWs, to mate to the M119 and M117 alloy engines.

The original concept was to make an adapter plate to mate the 420 to the M119/117, but the group really liked the idea of a stock look, so to do that, the use of a 722.6 converter housing as a bell housing, and moding the 420 trans was more attractive to them.

The members each have contributed parts, (engine blocks, oil pans, bell housings, starters, clutch and fly wheels, and funding), to advance this effort, and I have been pleased with how well everyone is getting along given it is not often that one will agree with another lol.

The 722.6 converter housing proved to be too deep for the 420 input shaft, so I cut off the bell housing from a M117 auto trans, and that is a much better fit. I still need to attach and blend the housings together, but this is the most promising direction for this trans.

The plan is to fab a new front trans case with the MB bell housing that will bolt up to both a M117 alloy and M119 engine, and have new cases cast. Once the new trans case with the MB compatible bell housing is installed on the 420 trans, it will be able to be installed behind a M117 or 119 engine.

A new custom fly wheel will be designed that will use the BMW M5 pressure plate and a sprung clutch disk.

Attached are some pics of the latest concept, (the 420/M117 auto housing bolted to the M119 block)

It has been mentioned by one of the members involved that he wants to publish the difference between the M117 Alloy and M119 bell housing bolt patterns. When I have all the measurements I will post that information. I can say that the M117 trans will bolt to the M119 block, but the M119 trans will not bolt up to a M117 alloy block.

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im also making conversion plates to convert m104 to toyota r154 tranny and t56 tranny. it is a plate with both transmissions bolt pattern and one side has m104 bellhousing bolt pattern from 97 w210 e320.. utilizing a hydralic slave cylinder . it will use a quarter master twin disk clutch that sandwiches the factory flex plate between the engine and clutch assembly.no custom flywheel is needed or required allowing u to keep factory engine management and no searching for expensive OEM flywheel garbage. If you v8 guys are interested all I need is an m119 flexplate to put in CAD so quarter master can machine the pattern so the flywheel can bolt up to the Benz crankshaft pattern. They use this set up on the le mans Corvette c5r and several.rally cars tested past 9k rpm, the rx7 crowd is using this mthod to bolt t56 trannies to 550 HP vehicles and I have personally done this set up on my supra powerd rx7. Anyone interested?

Certainly sounds appealing. Do you have any build pics of your other cars?

How does that twin-disk setup drive on the street?

I have build.pics but they are all on My phone so if someone wants to post them up I cn email them to someone. The twin disk is good for a car thats performance oriented. Its slippable but does not like slow disengagement. It like quick on and off but its smooth not harsh like some 6 or 4 puck style clutches. I daily drive my rx7 it has really large cams 272° and a high idle and I can drive it like a grandma, one thing I recommemd for the Mercedes is that u go to a one piece drive , if you plan on making big power. The center bushing does making a smoother drive but it doesnt like shock loads that a real clutch and high tourque will put it thru.

I'm interested in the adapted plate for the m1o4 engine. I have a '95 C36 AMG with automatic and would like to change to manual transmission.

Clutch engagement quality is driven more by the type of disc than anything else.

A stock clutch will have riveted facings. A closer look will show that each face is riveted independently of the opposing face. Have a look at the edge of the disc, you will see the metal portion is wavy, this is a Marcel spring. This spring allows the disc to compress as the peddle is released giving a large window between released and engaged.

A race clutch will have bonded or fully riveted facings and no Marcel spring. The engagement window is now very small, couple this with aggressive facings and you have a on / off clutch.

A stock clutch will have springs in the center to isolate the friction facings from the trans input shaft. These springs damp engine torque pulsations and rapid throttle on / off action. It also allows for some misalignment of the transmission input shaft to the flywheel and takes shock loads off the transmission.

Race clutches don't have a spring center and tend to be hard on input shaft splines.

In theory a multi disc clutch ,no matter the disc type, will have a larger engagement window due to initial torque being spread across multiple plates.

616 is there any update on the 61x to manual adapter?
Thanks Jon

Latecomer to this great thread. I don't know if it is relative to the subject but I have a 75, 280Sl, which means the 110 engine, with a Getrag 5-spd manual G76/27-5 or 717.00. To the point, the tranny has a removable bell housing, part # 115 250 69 05 with built in bosses for the slave cylinder that is still available from MBz. $265.00 thru MBz of Annapolis. Might be a good starting point for a conversion?? EPC says it fits a lot of other models beside the 107. Have no idea what the bolt pattern is. All the necessary additional parts, throwout arm and bearing, slave cylinder etc., are also available.

That M110 transmission will bolt up to the diesel and gas inline motors, but not the V8s. For them, a different bellhosuing is required. That's what we've been working on here.

-CTH

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