Undo the lowering: Get out of bed

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S o he doesn't look good at all. Arctic white is not particularly good for the Mercedes 300 E-24, and then also this insensitive lowering. The wheel arches seem to touch the tire flanks. But the radical look also has functional disadvantages. One is afraid of turning the wheels fully when turning or maneuvering. The long wheelbase of the W 124 - at least an impressive 2.80 meters - reinforces the low ground clearance in practice.

With sport suspension and sport springs 8 cm lower

Even cautious drivers can find that they are uneven when turning Place the rail or over poorly lowered curbs with the shielding plate of the exhaust, which makes ugly noises. The sports suspension, optional equipment code 653, has already been ordered ex works for the Mercedes 300 E-24 for DM 1,835.40. This means that the strong sedan bolide is already five centimeters lower than a normal 230 E, which in turn looks a bit long-legged, especially at the hindquarters.

After all, the previous owner of the Mercedes W 124 has the original coil springs when buying the Trunk included. The retrofitted Eibach sport springs cost another three centimeters of ground clearance. So away with the impersonation, towards the long-earned serious appearance. Is the late escape into understatement still worth it with a 22-year-old car? Does the body substance still support the conversion? Don't the shock absorbers and possibly even the many chassis bushings, i.e. the handlebars of the elaborate Mercedes wheel suspensions, front damper strut axle, rear multi-link axle, have to be renewed?

How expensive is the return to the original plumage? Well, the driving impression was uncomfortable and dry and hard, but the chassis did not look spongy or even worn out. So dampers and bushings seem to be in order.

At Profi, the exchange costs around 450 euros upwards.

On the lifting platform, after removing the seven-inch, fifteen-hole aluminum, there is quite a rusty landscape, especially on the axle parts, created by brine in a micro-fine spray. But the spring mounts at the front and the rear axle mounts at the rear, notorious weak points on a W 124 body that is over 20 years old, are okay with our winter-tyred polar bear. So it remains with the mere exchange of feathers, for whom a free one1A car service calls for around 450 euros, provided that no unplanned difficulties extend the working hours.

For hobby mechanics, such a spring exchange is a great challenge that cannot be mastered in an improvised standard garage workshop. The work on safety-relevant chassis parts should only be left to experienced specialists anyway.

The Mercedes W 124 remains on the lift overnight after the mechanic has thoroughly sprayed the front and rear wishbone bolts with rust remover. Nevertheless, threads have rusted thoroughly from years of splashing water. The lower wishbones must therefore be loosened with the impact wrench and then unhooked with the mounting lever or on the front axle with the powerful engine jack so that the old Eibach coil springs can finally be pulled down.

On the front axle however, the spring compressor is used first. The two spring plates of the tensioner are driven between the coils with the hammer. A 19 mm ring spanner is attached to its center piece, with which the mechanic operates a thread that finally compresses the spring. The springs are not specially fixed in their sturdy welded sheet metal mountings; their enormous tension keeps them in place in the body. That's why you don't even feel broken springs on the lower coil, a typical W 124 age phenomenon, while driving.

It's easier at the back

The spring transplant is an easier exercise on the rear axle. Thanks to the significantly lower preload, the major engine weight is eliminated here, the mounting lever is sufficient to compress the springs, thus relieving the lower wishbone so that it can finally be unhooked.

At the rear, it is surprising that the original springs are no longer than the Eibach athletes, but they have significantly thicker coils that pull the tail out of the springs centimeter by inch. It would make sense to remove rust from all chassis parts after replacing the springs and to preserve them with cavity wax.

The result is convincing, now the 300 E-24 no longer looks as if it wanted to constantly sweep the road. Three centimeters make a big difference, easier entry, better driving comfort and a more carefree driving style over level crossings and potholes.

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