MERCEDES BENZ BLOG
From 1990 to 1994 (model years 1991-1994), Mercedes-Benz sold a high-performance version of the W124, the Mercedes-Benz 500 E (W124.036). The 500 E had a naturally aspirated 5.0L V8 engine derived from the 500 SL (R129) roadster. Sports car braking performance also came from SL components: front SL 500 300 mm disks with 4-piston calipers came installed on the 1992 and early 1993 cars. The later 1993, and all 1994 cars came with the upgraded 320 mm set taken from the 600 SL. Rear brakes on all years were 278 mm brakes from the 500 SL. In the USA, the 500 E came fully loaded, with the only options available to the buyer being a dealer-installed CD changer and an integrated cellular telephone. The 500 E was only with four seats in left hand drive, with the four leather seats supplied by Recaro (the fronts heated). 160 mph). It was rated at 16.8 L/100 km (14 mpg) in the city and 13.8 L/100 km (17 mpg) on the highway. With its aggressive stance: 1.5 inches wider track, 0.9 inch lower profile, flared fenders, side skirts, front air-dam and wide tires, the 500 E is easily distinguished from its lesser brethren.
Because of its look, limited numbers, hand-built construction, and unique pedigree, the 500 E is already considered a "classic", even within Mercedes-Benz. 1505 of the "super" sports sedans were imported into the USA between 1992 and 1994, or roughly 500 cars per year of importation. It is little-known, but 120 cars were produced between January and approximately May 1995, as last-request cars for special customers before the series ceased production. These last cars were produced in the Porsche Rossle Bau building alongside Audi RS2 sport wagons, as that production contract went into full swing with the same work-staff that built the 500E and E500. The 500 E/E 500 underwent few significant changes during its three-year production run. Models from 1992 and 1993 are virtually indistinguishable from each other on the exterior, with the most notable change being a slightly less powerful (-7 HP) engine in the 1993 and 1994 model for USA. The 1994 E 500 model is more easily identified because of the cosmetic changes that affected all E-Class cars that year (updated headlights, grille, and trunk-lid; the bumpers were painted the same color as the car).
The engine, however, remained unchanged from the 1993 500 E. 1994 models carried an upgraded sound system made by Becker or Alpine, replacing the two-piece Becker 1432 unit used in model year 1992 and 1993 cars. Significantly, 1994 models had larger front and rear brakes than 1992 and 1993 models, courtesy of the R129 SL600 roadster. Numerous running changes were made to the car's mechanical systems during its production life. The 500E and E500 were known by Porsche as Type 2758 in that company's official nomenclature. As of June 2011, an example of a 1995 E500 Limited is on display in the new Porsche Museum in Zuffenhausen, Germany. For the 1993 and 1994 model years, twelve E 500 Limited's were outfitted with a 6.0L M119 V8 engine by tuner AMG. These models were called the "E 60 AMG". The car's engine produced 376 bhp at 5,500 rpm and 428 lb/ft at 3,750 rpm allowing the car to accelerate 0-62 mph in 5.2 seconds. 鈥?compared to the 500 E's claimed 5.9 seconds.
This may take a few minutes. As you can see the left piston did not fully release. Remove bleeder nozzel. Blow shop air through nozzle to make sure it is free of any dirt. Again be mindful that brake fluid is in all of these parts. I changed out the original ATE bleeder valves for Speed Bleeder valves. The Speed Bleeder valves allow one person to bleed the brake system quickly and with ease. Customer service is excellent, the price is right, and the product is of excellent quality. Remove brake hose. Unless it's only a few years old, replace it. Split caliper. Using a breaker bar and a 14mm socket, remove the four bolts. REMEMBER, brake fluid may still leak from the caliper when disassembled. You will most likely need to secure the caliper gently in a mounted vice for this process. Remove cylinder/piston seal on edge of piston wall. A metal dental pick works very well. Once removed, use the dental pick to clean out all the edges where the cylinder seal was fitted.