Is anybody currently operating an original 208 with a 6-speed manual gearbox?

[BizarreBleak]

Greetings, everyone.

Is anybody currently using a factory 6-speed W208 in this group?

I am putting the system in a C36, with the modified gearbox tunnel components to support it.

I would want to inquire about the method by which the 6-speed shifter (202/208 267 02 24) is fastened to the transmission tunnel cross member.

The original bracket is insufficiently broad and lacks pre-drilled holes. The EPC indicates that there was just one bracket available for all 202/208 models.

In later iterations, such as the W203, this bracket is incorporated into the shifter.

 

[AmericaMonster]

I don't know the answer, however based on my observation, every manual conversion on earlier Mercedes vehicles often use the 6-speed gearbox from a 203 model. I am uncertain if the reason for such is due to the availability or the simplicity of the converting process.

[BizarreBleak]

The availability of the 203 is much higher. The 208 6-speed gearbox is an NSG400. Additionally, the 00 208 model has the same chassis as the 00 202 model, making it a suitable straight replacement with the M111 engine.

Due to the M104 being positioned around 20mm farther back than the M111, it is not a direct match. However, it is not challenging to make the necessary modifications.

[Freelele]

I am interested in knowing the reason for this.

[BizarreBleak]

What is the purpose of the handbook or the bracket?

[Freelele]

Apologies, but what is the need for installing a manual transmission in a C36? As previously said, I am just inquisitive.

[BizarreBleak]

The need for a manual option in the C36 is counterbalanced by the difficulty of creating a workable system that maintains the original appearance. Swapping the ECU is a complex task because to its advanced intelligence, and finding suitable flywheel alternatives is challenging.

After assembling a 201 with a 3.6 104 engine, using a 23/2.5-16V gearbox and C36 ecu, I get great pleasure from driving it!

The M113 is very compatible with the 722.6 gearbox.

[Shmoein]

This is how the C36 should have been constructed, and that is the main reason why it falls below the M3 of that era significantly. Driving a modified M104 with a 6-speed manual gearbox is a very engaging experience. The vehicle has a distinct character when you replace the automatic transmission.

[Shmoein]

Rennsport offers a durable alloy flywheel that is compatible with the C36 ecu and can be obtained with the appropriate timing gear. Alternatively, if you are willing to tolerate the dual mass, the original flywheel is identified as: 104 030 10 05.

I am unable to provide much assistance on the factory gear lever setting since I do not use it myself, as it is very imprecise according to my preferences. I strongly advocate use the configuration seen in an E46 BMW, since it can be readily modified to accommodate the Mercedes 6-speed gearbox.

Please feel free to vocalise if you need part numbers for any of the items mentioned.

[Ledgerciao]

I have experienced being a passenger in a W201 equipped with the C36 M104 / Getrag configuration, which was so exhilarating that it necessitated the need of new undergarments.

Although it is more common for individuals to utilise a chipped C280 manual ECU, you have successfully managed to make a C36 ECU function well. Your achievement is commendable.

It is unfortunate that the prices of getrags have significantly increased in value. I recall that in the past, one could be purchased for about 300 pounds. However, today they are priced at 3,000 pounds or more, which is rather astonishing.

[BizarreBleak]

Thank you! I constructed a flywheel specifically designed to accommodate an E280cdi clutch, compatible with both the 16v getrag and .663 transmissions (the 280cdi generates a torque of 440Nm, if I recall correctly). The springs in the hub of this DM product are rather challenging due to their dual spring design. I am considering removing the inner springs, but this task may be difficult. Unfortunately, the local establishment that used to provide spring replacement services no longer exists. It seems that Luk has provided an estimate of 3300Nm for the maximum torque capacity of this particular product. I conducted experiments with a large torque wrench, which demonstrated that it exerts much more force compared to the standard M103 240mm clutch springs. I opted for a little decrease in the total mass of the flywheel in order to avoid the occurrence of torsional vibrations that may potentially damage the transmission.

I selected the shifter with a steeper slope since it is more unique overall, has extra transmission tunnel components, and is compatible with the absence of reverse interlock at a ratio of 0.663. I own the .664 transmission, along with the shorter shifter from the slk350 model (originally intended for installation in the M113 5.4 w202). The level of effort needed to engage reverse gear in the .664 transmission necessitates the use of direct linkage shifters.

[BizarreBleak]

I concur, the 190e is an enjoyable vehicle with this particular engine 😉

The C36 ECU I am using does not have 02 sensors but instead has a nitrogen oxide potentiometer adjustment for controlling idle richness.

I constructed a timer that triggers the engine to start and provides the Engine Control Unit (ECU) with the necessary input to indicate that the car is in gear. Additionally, I am now experimenting with a signal generator that supplies the vehicle's input speed for both the front and rear axles. This information is crucial for adjusting the fuel mixture during deceleration and implementing certain features such as torque limitation during gear changes. In certain circumstances, when the rate of decrease in revolutions per minute (rpm) is observed, such as when anticipating the activation of the transmission pressure switch, the electronic control unit (ecu) will delay the timing for the maximum duration. Although this occurrence is not frequent enough to cause significant concern, I am currently addressing this issue. The ecu possesses the intelligence to recognise that the timing of the clutch pedal switch is not aligned with the expected pos

Ultimately, the most optimal approach is to use the C280 manual ECU with C36 maps. However, regrettably, I lack convenient access to the necessary expertise for acquiring this configuration.

[Shmoein]

Impressive job on the flywheel. I assume it was obtained from a comprehensive conversion kit, judging by its central appearance? The clutch plate seems identical to the one used in the sprinter, but it is assigned a distinct component number. It is possible that your clutch plate has more robust springs due to its origin from the 280 model. If you need a little less rigid clutch plate, you may consider using the van clutch plate. CIS also manufactures a 5-spring clutch plate, which is thicker than the LUK version. As a result, it requires some machining to the flywheel face.

The reverse interlock mechanism is the only problematic component in such gearboxes when the factory shifter is removed. I experimented with many configurations before discovering a dependable solution.

[Freelele]

Kudos to those who possess the comprehension and ability to do tasks of this kind. Personally, more than 70% of the information was incomprehensible to me - it may as well have been said in a whole other language!