Drove 3 hours to pick up an 89 230e that turned out to be a 93. Either way, it's in BAD shape and could really use some attention.
"No spark" was the story I was told. Turns out this unit has more serious issues, but we will get into that shortly.
I brought it home thinking I would rectify the spark issue, enjoy it for a time and pass it on. Turns out the ignition problems were just the beginning. Pulled the head and cylinder. Found the piston seized to the pin. Odd to say the least.
The plan now is to tear it down to it's core, replace what's broken and apply some, hard to come by, but needed improvements along the way.
To much play in the connecting rod to let it go so a rebuild was the only choice.
Split the cases, pulled the crank and transmission. Heated the case's to drop the trans and crank bearings. This brings me to current as of 2/22/2025.
If anyone is interested, I'll update the thread and include pics of the revival. I have engine and suspension upgrades planed that should work to make this E unique and enjoyable.
More to come.

Keep'rm alive
BigMc.
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Ok, as of 3/10.
Cleaned and cleaned and cleaned the center cases. Georgia clay staines are tuff to get out of cast aluminum. Ended up using a brass brush on a drill to get most of the grime out. Sourced replacement bearings for the crank and transmission. Froze the bearings and heated the case halves to make installation easier. I have a replacement crank and plan to reassemble the bottom this week if life allows.
Sourced the new swingarm and a-arms from eBay. I need to order bearings and get the new suspension installed and tested.
The new carb and intake are already on the way.
Picked up a service manual for the E and the donor machine I plan to use suspension and top end off of. It's coming together but has a long way to go.
April fools day, 2025. Wow! The year is slipping away. It's been a minute since I updated here. It's also been a lot of trial and error. I did get all the suspension bearings ordered and In house.
The bottom end assembly was, well, much more difficult than necessary. Complicated by my on lack of attention to detail. Everything was going well. Trans dropped in, crank slipped into the left half, grey gasket maker always work well. Right half seated nicely. Oil pump was shot from digesting foreign material that it was not engineered to move. this is where it started fighting me. A new oil pump for the E is $160. And it's not the same unit that the S uses of which I have several. Ebay to the rescue with a pump from a parted out E. $37 shipped. That set me back a week.
So the clutch started going on. The difference between the drive clutch on this machine and the 230s caught me off guard completely. The 230s clutch basket goes on, then the fibers and steels, followed by the plate, springs etc. In comparison the 230e clutch is a real PITA. The basket goes on, then the pressure plate, fibers and steels, a clutch hub, springs and FINALLY a release hub. You would think it could all go on at once, but no, you are tortured with trying to get the assembly together and then slide it on between the basket fingers and line it up on the drive shaft at the same time. UGH! Talk about a case study in frustration. But I digress. The wet clutch and it's one way bearing pretty much fell in place.
This is where things started going against me. Chain went on but the rotor would not. It was to small for the shaft. I had, somehow installed a crank from a lt-f250 which goes right in the case accepts the oil pump gear and wet clutch from the 230. That's just where it stopped... As aggravating as that was, it would have been much worse to make it all the way to installing the head only to realize the 250 has a longer stroke and killing the top end.
So, tear it back down, clean the sealant off and get the almost correct 230e crank installed. Turns out my crank was from a 87 model E. Which has a different design than 88 and up. The wet clutch one way bearing and its inner race is of an older design. That pretty much brings us to current. I'm waiting on the correct parts for this crank because there is no way in hell I'm splitting the cases again.
I guess now is a good time to go over the engine mods I'm working on. The driven clutch uses 230s components. The 85 230s steels fit the E's hub and are slightly thicker but still fit in the clutch pack. I'm hoping this will hold better.
I'm installing a (don't exist anymore) LASleeve 70mm big bore kit. The kit comes with a sleeve, 69.95mm, 10.5:1 Wiseco piston and gasket kit. The old sleeve had to be bored out of the 230s cylinder and the new sleeve installed. I was installing the piston and lost a cir clip as it shot out of the pin bore and disappeared into the cluttered space I call a shop. $10 for 2 replacements seemed a bit steep but eBay to the rescue again.
Im also installing a 250s cylinder head and cam. The 250s head has a larger intake valve and should breath better. This may force me to use a 250s cam chain. eBay has sent me both. Good going eBay.
I believe this has everything up to date. More to come.

Keep-em-alive.

 

Good Job keep it going.

 

I'm looking to buy my first car, preferably something cheap with low insurance payments etc. I found someone selling a red 1983 Mercedes 230E which seems to be in OK condition (at least it seemed that way as I was walking past, bit of bumper rust but nothing serious). It's an automatic, and the engine is a 2.3L I4. I'm in Australia, and it was on offer for $5000.