RHD G320 I6?
No, there were not any.
It was reported that the steering column on RHD would interfere with the exhaust system.
The 104 is one of my favourite engines.
There is a LHD curently available on ebay and AutoTrader
In the w124 these units have a mixed reputation, early 300 24v units are reliable but have a rep as an engine that threatens a lot of power without actually delivering much, these are ke-jetronic units and have most in common with the m103 but technically m104s. I don't think they ever made it into a G -Wagen though. The m104 320 engine has a motronic fuel injection system which in many early incarnations had crumbly wiring looms, a £500 plus fix and a dire statement of quality in an era of cost cutting, check this first.
...... had crumbly wiring looms, a £500 plus fix and a dire statement of quality in an era of cost cutting, check this first.
I think this wasn't cost-cutting, but a desire to help with recycling materials - the copper in this case. However, in practice, the biodegradable wiring insulation ended up having a much shorter lifespan than planned. It was more prevalent in certain 1994 -95 models.
The M104 is the last of the i6 engines from MB. The ones that followed, eg m112, may be better engines (lower fuel consumption, flatter torque curve, and perhaps even more reliable) but the M104 is better built.
http://www.eclassbenz.com/buyers-guide/inline-6-vs-v6/
it seemed to coincide with serious rust problems on both the later [facelift] w124s and the w210 models so I took it as cost cutting but happy to be corrected
it seemed to coincide with serious rust problems on both the later [facelift] w124s and the w210 models so I took it as cost cutting but happy to be corrected
Yes,, all those other problems are somewhat true, but the M104 originates long before that.
The rusting was due to European requirements for switching to water-based primer paints, which did not adhere properly to the metal and were not as good as the 2-pack, epoxy-type primers used before. any slight damage to the paint and water/moisture would wick-up between the metal and primer-coat. They also found that bacteria would grown in the water-based paints and this would make the adhesion even worse.
Another factor was the switch to Bonazinc, pre-coated steel sheet, which has a very thin layer of zinc paint applied at the mill. This is fine until the panels are cut and stamped, leaving exposed edges without any coating. This is why, together with the poor water-based paints, rust would often start around the holes for the boot locks and on the edges of wheel arches and so on.
Eventually, by 2003, MB switched to fully-galvanised panels (previously only galvanised on one side).
The M112, V6 and M113, V8 engines originated in the 'cost-cutting era', from 1998, but in fact they turned-out to be pretty much bullet-proof engines, with better fuel efficiency and lower emissions than their predecessors. But, many say they are built to a lower standard: a bit like a Bic Biro- works every time, but designed to be disposable.
The fact that they have 3 valves per cylinder (and a single cam) is also seen as a cost cutting measure, when the previous engines had 4 and also the ones that came after also have 4. But, this measure was to allow for 2 spark-pugs and more efficient combustion. The offset valve rockers used are quite interesting and have low-friction rollers, which is actually an expensive feature, but of course the variable valve-timing from the previous 2-cam engines was lost.
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