Speaking of transplants: I always contended a 114/115 rear subframe
could be made to work in a 110/111 body. I did end up with a 115
junker 12 years ago, but was not able to deal with getting the rear
subframe out. Benefit, would be moving fmor a single (center) pivot
rear axle (Think 60 VW Bug) to fully independent rear suspension we know
and love on 123, 126, 116, 126, 107 etc, and newer.
since in the one track experience I had on the 200D, the rear axle
buckled under and rear-steered the car sideways, I've been very careful
about keeping the axle nearly straight and not corning too hard with a
light load. On the track we had to remove everything from the trunk,
and that raised the rear of the car and make the rear axle halves slope
down to the wheel. THat set up the physics that made the outside wheel
forced down and jacked up the rear of the car leading to the sideways on
the track situation. With my toolbox and the jack, spare tire and
lugwrench in the trunk, the axle was more near straight, and the car
will corner well. The "Track safety" regulations (nothing in the
trunk) led directly to creating an unsafe situation. Fully independent
rear suspension would eliminate the problem that led to being crossways
in the track.
OK Don via Mercedes wrote on 11/1/19 11:15 PM:
Ah, sounds very familiar. I spliced the diff end of the MG drive shaft onto
the GM shaft to connect the tranny to the MG rear end. I did swap out the
MGA 4.30:1 diff for an MGB 3.90:1 diff for a higher top end. Welded up the
exhaust from the heads to the tail pipe, etc. No room for the starter
solenoid without cutting the frame, so I built a lever mechanism to engage
the starter, and a push button to spin it. Lots of other hacks that I don't
remember right now - took a year to complete (working and going to school).
The MG u-joint at the diff was the weak link in the system. I think I
replaced it a good half dozen times. Also went through several water pumps
- they couldn't take the rapid change in RPM ---
On Fri, Nov 1, 2019 at 9:59 PM Curley McLain via Mercedes <
mercedes@okiebenz.com> wrote:
Well, if we include brand X, in 1975 or so, I transplanted a frod 289
into my 170 C. I. U100 (Rag top/doors) Bronco. Not a bolt in project.
required cutting, bending,fabricating, welding the body for clearance,
relocation of the footfeed, flame wrench to cut off the motor mount
horns from the frame, fabrication of new motor mounts, scrounging a left
exh. manifold that would work , and fabricating a custom exhaust, as
none of the V8 stock parts would fit in the 6 cyl body. Yep, v8 got a
different body!
Same summer and more or less simultaneously, did a transplant in a
friend's 62 frod van. Was supposed to be a simple engine transplant
from a 66 frod hangover van. when we found different bellhousings
(different generations of frod drivetrains) we ended up transplanting
the whole 66 driveline, which involved cutting and fabricating on the
body also. Quite a bit of flame wrench work. When we got the engine
and trans in, we found neither driveshaft would work. At that point it
was sinpler to cut out the rear ends and springs from both, and put the
66 driveshaft and rear ind into the 62. THe 65up differential was much
more robust too. the junky little falcon car spicer diff used 61-64 was
notorious for failure.
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