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Can someone point me to the technical data of the rear differential in a CL65? Or if not, does anyone know what's in there? Ring gear size, pinion shaft diameter and spline count, axle size and spline count?
One thing about owning a CL65, Google is often useless.
I don't have any specs, but I can show you what it looks like snapped. I'll count the teeth when I get home. It has a Maybach 240 chassis part number, but supposedly the 2.65 ratios in our cars weren't offered on the Maybach, only the 2.82 were at the time. It looks like a totally different housing between the two cars. Im sure the new ones are different as well. Also, I don't think MB offers the ring and pinion separately, only in a complete rear diff. What are you looking to do? You'll find there are a lot of weak points with sticky tires if that's the direction you go.
A few extra pics to count teeth. That's a 305 tire underneath, gives you an idea of how wide the pinion is. You can see how it tapers in the first pic making the shaft skinnier. Not sure if that is to exit the housing or just for the bearing, but either way it becomes the place to break.
I don't have any specs, but I can show you what it looks like snapped. I'll count the teeth when I get home. It has a Maybach 240 chassis part number, but supposedly the 2.65 ratios in our cars weren't offered on the Maybach, only the 2.82 were at the time. It looks like a totally different housing between the two cars. Im sure the new ones are different as well. Also, I don't think MB offers the ring and pinion separately, only in a complete rear diff. What are you looking to do? You'll find there are a lot of weak points with sticky tires if that's the direction you go.
I'm trying to eliminate the weak points. I am strongly considering removing the perfect working rear differential before it breaks. Then replace it with a custom built IRS center chunk. But I am trying to decide how indepth I want to get with that build. I may also replace the axle shafts all the way to the drive hub. But obviously, that is a major undertaking. It is a domino effect of knowing where to stop.
There is always the option of a beefier center section, but custom axles and drive shaft are required for the +/- differences in length and width. The car is a great all around car, but this change makes it more of a dedicated drag car with the fear of vibration. Gears can limit top end and street traction is already an issue with stock gears.
The next problem is the tranny can't handle much more either. My output shaft was bent and replaced at the time of an upgraded rebuild. I added a mild flash stall converter and then I snapped my new output shaft trying to launch. It felt great on the street, but did not respond well at the track. Despite noticeable downshifts, the 2-3 shift was amazing. However, the ECU/TCU were not happy with the hard 1-2 shift at the track. I ended up going back to the stock converter.
So if this is the route you want to go, now you know what to expect. I may consider running the mile again. The car shines up top. Good luck and share your progress.
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