Initial condition and work order
Disassembly, defects detection and compiling parts list
Engine and engine auxiliaries repair
Running gear repair
Braking system repair
Electrical equipment repairs
Trim components repair
Other components repair
Assembling and final tests
All damaged floor panels were removed. In the debris trapped between floor panels there was discovered since long missing accelerator pedal lower attachment panel. Unfortunately it was too rusted to qualify for installation on the new floor panel. All additionally opened cavities were cleaned in sand blast camera before further restoration.
Front protection panel had been damaged in some accident and repaired just welding additional patch plate over the damage. Doorsteps in the area between two floor levels were damaged. On opposite side even over the floor level there were discovered holes.
And wheel arches along the whole length of edges had been repaired just adding metal again and again. Similar situation was also at the rearmost end of wheel arches - just wider gaps were filled with tar.
Previously repaired frame sections under the rear seats were opened to check condition of the internal structure. These joints on the both sides had to be redone as long as no any rust cleaning had been done during repair and intermediate rusted crossmember palate had been restored to work as construction stiffener.
Doorstep condition was similar on the both sides of the body - applications over the doorstep holes did not stop penetration of the water into doorstep structure and further pull-down of the metal.
All rusty remnants were cut away preparing place for fresh substitutes.
Rear edge of the trunk lid had been previously improperly repaired leaving corrosion source untouched. We cut away damaged areas of the trunk lid shell and frame to use those pieces as prototypes for our self made replacement panels.
Delayed parts delivery unfortunately interrupted fluent course of the project. While waiting for still missing sheet metal parts required for body welding we ordered doorstep inner profiles (those are not available as spare parts) at machine shop. Due to the size and metal thickness it is not gainful to produce such parts manually.
Bottom parts of the rear wings were cut away to provide access to the rusted hidden cavities of the area. Just jack adapter tubes at the rear jack brackets were survived. The rest of the structures were lost.
Specific inner doorstep rear sections were produced to replace destroyed inner doorsteps at the rear end of the structure. New jack support brackets were fabricated to accommodate original jack pivot capture tubes.
After some accident front of the body had been recently repaired, so we had to take away reinforcement profile to gain access to the previously hidden damaged and unrepaired surfaces. Welded on repair panel still was in decent condition so we could reuse it after small repair of the defaced top flange.
Under front reinforcement profiles on both sides we found large areas of the front longerons destroyed by corrosion. Discovered surfaces were cleaned and rusted areas were cut off. Replacement patches for longerons from corresponding material were produced.
Missing parts of the rear longerons were tailored to suit construction. Corrosion almost completely had been destroyed hollows for rear braking system arm traces so we had to reconstruct these items completely. Reconstructed sections of the rear longerons and our self produced hollows were precisely fitted into dedicated places.
We continued our work on contiguous to the doorsteps structural areas of the body. Rear longeron inner front part adjacent to the inner doorstep profile was reconstructed. This part of structure after welding into place of the doorstep inner profile is forming closed cavity so all surfaces were covered by protective primer.
Inner doorstep profile was welded into place completing restoration of the rear longeron front end. As welding into place of the outer doorstep profile was resulting in one more closed cavity whole inner surface of the doorstep got a protective coat.
There were several rusted through areas on the inner wings. Through those rust spots water was invariably penetrating into closed cavities located in the luggage compartment. Cut-outs of damaged areas were made and protective coating applied on the inner structures discovered. As restoration of adjacent closed cavities was finished fresh plates were fixed into place.
Like on all experienced cabriolets dints on the body plate under the rear seat were rusted through. These formations are important for safety as those are used for the attachment of the hand brake cable brackets from underneath of the body. Damaged areas of the rear seat panel were cut out and replaced by self fabricated precisely shaped copies. As welding was finished all seams were grinded.
Inner wing outer panels are connected also to the damaged spare wheel recesses of the luggage compartment formed by bottom plates, striker panels and rearmost sections of the rear longerons, so all those components were cut away giving a way for the fresh replacement parts. Partly rear panel, luggage compartment floor, rear crossmember and bottom edge of the rear wing were removed. Now we could see that our assumptions about the body rear panel structure condition were right - here now we can see severe corrosion damages hidden by overlay welded patches.
Rear panel as well as rear part of the damaged luggage compartment floor and rear crossmember were cut off. On the left side even luggage compartment floor front section in front of the crossmember under the softtop box had large-scale passing-through corrosion damages, so restoration of the rear of the body end we had to start fabricating and replacing this panel first.
We finished restoration of destroyed by rust sections of the rear longitudinal members - both were self-fabricated as complete assembly units. New longitudinal members were welded to the doorsteps, diagonal members and remains of the rear longerons thus forming complete rear carrying structure of the body.
Inner surface of the self-tailored outer plates of the restored longitudinal members were covered by protective primer - just surfaces to weld were left without coating. Seams of the new outer plates of the rear longitudinal members were grinded after welding.
Unfortunately bottom parts of the rear longerons (longitudinal members) under the luggage compartment appeared corrosion damaged requiring complete restoration. Some 20 centimetres from the bottom of the rear inner wings were also cut off as it consisted of several layers of overlay threadbare mixed with some kilograms of filler.
Cleaned inner surfaces of the remaining rear longeron sections were coated by protective primer. New rear longeron (longitudinal member) profiles which were not available as spare parts were self fabricated. Internal surfaces were covered by protective primer before welding.
Rear luggage compartment floor panel, rear longerons, both spare wheel recesses and rear panel were forming one assembly unit. All those parts first were temporarily assembled together to check interplay and correlation with all other body components - lamps, mouldings, trunk lid, bumper brackets, etc.
As usually even original replacement panel quality was far from satisfactory. Punched holes somehow were 7 mm asymmetric and shape of the rear panel was different from original so there were gaps of some 5 mm between both of rear lamps and panel surface. Rear panel was re-shaped to achieve fit to the original lamps and ensuring even gap around restored luggage compartment lid.
Destroyed by rust reinforcement ribs hidden in the closed box construction under the rear seat first were reconstructed and then coated with protective primer before floor panels were welded into place.
As crossmember was removed we got access required for front longeron repair. Rusted through areas of the front longerons were cut out. Corresponding thickness patches were welded into place and surfaces were grinded.
Geometry of the previously damaged front part of the car was reconstructed before welding of new front wing components was started. New front crossmember was temporarily attached to the place to verify body measurements.
Wrong shape of the reinforcement panel was corrected rolling incorrect surfaces manually until correct fit between adjacent panels is reached. There was a lack of metal in some areas of the pressed reinforcement panel - we made a cut outs and added metal to achieve correct shape of the panel.
There were not available RHS front wheel housing panels for RHS steering wheel location, so we had to leave and restore old existing panel areas, which were different on this new panel. We cut and removed all damaged areas of the front wheel housing panel.
Compatibility of old and new components was checked before welding was started. New prepared panel was welded to the remains of the old panel.
LHS front wheel housing reinforcement panel was restored using old restored profile supplementing it by usable sections from new part. As usual, all further hidden cavities before closing were protected by protective primer.
Damaged areas of the firewall and reinforcement profile were cut off and protective treatment applied to the cleaned internal surfaces of the box-shaped profile. New sections were fabricated to replace damaged metal of the firewall and reinforcement profile.
New nuts for gearbox reinforcement pan attachment were manufactured to substitute old nuts with damaged thread. Damaged nuts were removed and new replacements were welded into place on the central tunnel.
Damaged by corrosion areas of the front panel were cut off, closed cavities cleaned and primed. Exact copies of the removed front panel sections were fabricated and primed prior to welding. New patches were welded into place completing restoration of the front panel behind the dashboard.
All components of the front part were installed to check compatibility of the restored front part of the body. Before final welds are done on the rear part of the body compatibility of the body with chromed decorations was carried out, so first all removable body components were installed and precisely adjusted.
Wing repair patches did not match exactly to W112 model chromed decorations, so we tailored those panels to suit our needs. Welding seams of the new wing panels were grinded as correct shape was achieved.
Adjacent to doorsill chromed decoration profiles doorstep cover plates were reconstructed replacing rusted through areas with fresh metal patches. Restored doorstep cover plates were installed and fitted to the chromed decoration profiles.
Chromed brass decoration profiles were straightened; cracks and unnecessary holes were plugged by brass welding. Dimples were hammered out achieving original shape of the profiles. Damaged areas of the wheel opening decorations were re-shaped; cracks and unnecessary holes were repaired by brass welding.
Inner surfaces behind rear wings were covered by protective primer before prepared rear wing edges were welded into place. Similarly protective primer was applied on the body panels which were later easy inaccessible from the inside of the body.
New rearmost rear wing bottom parts were fabricated and tailored to suit remains and fresh panels of the body. All components were temporarily fixed together before welding to achieve correct shape of the body before welding.
Front wings before were taken from another car so we had to modify attachment flanges to achieve acceptable fit. To achieve correct and even gaps between doors and front wings we had to apply brass soldering on the door edges.