Four or so years ago I bought my Wife a 1973 350SLC as an anniversary prezzie and spent another thou or so on doing the usual repairs to get the Coupe on the road so she could enjoy it.
For those who dont understand the old Merc Model nomenclature 350SLC is a 3.5 lt V8 Hard top coupe chassis type C107, the smaller V8 has a square bore/stroke and revs much harder than the bigger Benz Lumps and although to the untrained eye it looks like the Convertible SL with a roof its actually longer and a 2+2 config, nicely balanced and actually a lot of fun.
I bought the car knowing it would in a few years need bodywork and these cars are bad for firewall rust etc plus the thing had a quicky car yard paint job with oodles of spraybog but as it still was structurally ok (Checked thoroughly with a bore scope) I did the brakes, steering box, some auto elec, front end and suspension and got her on the road after snaffling a set of alloy Bundt wheels to replace the awful AMG Hammer knockoff mags.
3 years later she started to age and I parked her up with a few D jet issues until a few weeks ago when I dragged her out of the shed aand started work on the body.
D jet injection is basically early EFI using Manifold pressure (Vacuum) as the air fuel meter, an electronic injector for cold starts with a Mechanical Aux Air valve to keep the mixture right with the extra fuel on cold starts.
The injector pulse is from sensors mounted under the Dizzy and temp sensors determine the cold start cycle which runs until 62 centigrade making for a nice simple EFI system with no polution control as such,
Vac advance and retard controls Ignition timing and as per usual with this era Benz theres bloody Vac lines everywhere including feeds for the central locking, Boot and occasionally Fuel filler as well as the seat back unlock on the Coupes and as the car is 43 ish now the hard lines and diaphrams leak Vac which throws the engine way off.
EFI computer is a basic analogue thing behind the LH kick panel and they age over time and suffer from dry solder joints which although simple to fix take a bit of time to reflow all the sus solder.
Oh and the A/F mix is also adjusted from the EFI box.
That said the Aux Air Valve has again got niggly which is a simple matter of a quick refurb with carby and brake cleaner and sometimes a bit of a crimp on the oil reservoir which when heated closes the air valve richening up the AF mix when the cold start injector shuts off.
The car is a driver, not a trailer queen so the body work will be repaired properly, painted adequately and driven to enjoy.
For those who dont understand the old Merc Model nomenclature 350SLC is a 3.5 lt V8 Hard top coupe chassis type C107, the smaller V8 has a square bore/stroke and revs much harder than the bigger Benz Lumps and although to the untrained eye it looks like the Convertible SL with a roof its actually longer and a 2+2 config, nicely balanced and actually a lot of fun.
I bought the car knowing it would in a few years need bodywork and these cars are bad for firewall rust etc plus the thing had a quicky car yard paint job with oodles of spraybog but as it still was structurally ok (Checked thoroughly with a bore scope) I did the brakes, steering box, some auto elec, front end and suspension and got her on the road after snaffling a set of alloy Bundt wheels to replace the awful AMG Hammer knockoff mags.
3 years later she started to age and I parked her up with a few D jet issues until a few weeks ago when I dragged her out of the shed aand started work on the body.
D jet injection is basically early EFI using Manifold pressure (Vacuum) as the air fuel meter, an electronic injector for cold starts with a Mechanical Aux Air valve to keep the mixture right with the extra fuel on cold starts.
The injector pulse is from sensors mounted under the Dizzy and temp sensors determine the cold start cycle which runs until 62 centigrade making for a nice simple EFI system with no polution control as such,
Vac advance and retard controls Ignition timing and as per usual with this era Benz theres bloody Vac lines everywhere including feeds for the central locking, Boot and occasionally Fuel filler as well as the seat back unlock on the Coupes and as the car is 43 ish now the hard lines and diaphrams leak Vac which throws the engine way off.
EFI computer is a basic analogue thing behind the LH kick panel and they age over time and suffer from dry solder joints which although simple to fix take a bit of time to reflow all the sus solder.
Oh and the A/F mix is also adjusted from the EFI box.
That said the Aux Air Valve has again got niggly which is a simple matter of a quick refurb with carby and brake cleaner and sometimes a bit of a crimp on the oil reservoir which when heated closes the air valve richening up the AF mix when the cold start injector shuts off.
The car is a driver, not a trailer queen so the body work will be repaired properly, painted adequately and driven to enjoy.
