However, before we could have the MBCV Garage day, we had to get there.   We started in Traralgon, and drove to Ferntree Gully (A suburb of Melbourne) to the MBCV club rooms for the garage day.     For the once and only time on this trip, we took the motorway.   I guess in keeping with this trip, while it carries the ‘M’ designation, it wasn’t really a proper motorway as it didn’t bypass many towns.

The drive in was uneventful, and after a quick breakfast stop, we arrived at the MBCV Club room.   We were all blown away by how great a setup MBCV have.    The club has purchased a strata industrial unit, and kitted it out as an ideal club room.    On entry, there is a small lobby with various trophies and club memorabilia.   To the left is a meeting room, and upstairs is a mezzanine with a few other rooms, for example to store technical literature and brochures.    The main part of the warehouse is open plan and has a hoist and a well set up set of tools.

The main space is highly versatile, as it can be kitted out with folding chairs for club meetings or workshops, or used for a garage day.    The club also run a tool loan program from the club room, and store their club trailer and other equipment.

Being in an industrial estate is perfect for the club room, as most of the time all the parking is free when club events are running (weekends and evenings).    Having the club rooms was integral to the the relaxed nature of the MBCV garage day.   I understand MBCV runs these events regularly at the club rooms.   Its something that the MBCNSW really should consider.   I understand MBCV had a couple of hundred thousand dollars in the bank, and borrowed a couple of hundred thousand more to purchase the rooms and kit them out.   In addition, they had volunteer help and working bees to really set up the club room well.     The location of the club rooms was chosen in a place central to most members.

Todays MBCV Garage day had all the NSW visitors as well as 10-15 MBCV members.   It was a good amount.   The day started out as an informal catch up and an opportunity to check out the other members cars.   Most MBCV members had arrived in W124s, but there were a few others like a W123 and a W220.

From there, there was a short section on electrical troubleshooting theory, followed by some examples to practice on.    Those examples had issues that could be found using a multimeter.

After lunch, there was the core focus of the day.  One of the MBCV members had recently purchased a 1989 260E W124.   The car was fitted with an aftermarket car alarm and immobilizer.   The problem is that the car is permanently immobilized.   The previous owner went to drive it, found the car immobilized, and then parked it up for at least a year.    The current owner purchased it, and it became our electrical troubleshooting guinea pig.

Our working theory was that the aftermarket immobilizer had failed,  permanently immobilizing the car.   We started by removing what we could of this system.   Our theory was that the system worked by cutting some of the factory wires, and sending them to the immobilizer control unit to only let current pass when the system allows.     We were able to sort out the starter motor this way, but not the fuel pumps.

After pouring over the wiring diagram, we worked out the factory wire should be red, white and black.    Starting a the pumps, we started to work backwards to find where the system had power.    The system did not have power at the pumps, or the plug connection under the rear seat.   However in the passengers foot well, it did.

I really enjoyed the tech day – it was nice to have an informal focus on fixing a members car and discussing the common problems everyone had.    After the tech day, I also purchased some W124 spares from an MBCV member.  I managed to fill up the back seat of the 560SEC with various trim pieces for a beige wagon interior.   Some of them quite large.

After picking up the parts, I went to a self service car wash to clean my car up for the concours tomorrow.   It was quite a good setup.   By this time I was running late to get back to the hotel to meet the rest of the group.   I selected the eight minute wash, and it did a good job.  After seeing the car dry, I realize I missed some of the caked on dirt on the Sacco panels.  I was too focused on getting the bugs off the front.

After the wash, it was time to check int our hotel, the Parkroyal Monash Melbourne.   The two main factors in choosing this hotel was the secure undercover parking, and proximity to the dinner event.    It was great to have the undercover parking, although getting into the parking was the most frustrating experience I’ve ever had parking.     We had to park on level B2, but couldn’t find it.   We were told to follow the red line.   The red line or ramp to B2 was nowhere to be found.

The shopping centre had installed some kind of number plate recognition software, and it didn’t work.   It took at least two minutes to recognise number plates, and some cars took far longer.   Not sure if they were paying or speaking to an operator.    To simply get our cars to B2, it took about 40 minutes.

From there, we went to a local Golf club to have dinner with some of the MBCV members before the show.

I had a great day.   I got to meet some MBCV members I have spoken to on many occasions, but not actually met.   Not only that, but I also got to attend a very enjoyable MBCV garage day.     In the course of the day, I covered 198km.     Tomorrow is the show.

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We were not off to a great start as there was torrential rain, so the original venue of somebody’s house was not going to work.   Luckily one attendee offered the use of his factory unit with undercover parking which made for a great location.

On the day, we had seven S124s.   Three 300TEs, all 1990s and all built within a few months of each other.    Two E280s and two E220s.   Later in the day, it was worked out that the total KM travelled over the six cars left was 1.8M km.   The highest was my car on 375,000 and the lowest was the white 300TE with 267,000.   Average was 300,000.   S124s were generally bought to be used, and most racked up pretty big mileages.    Even though it was a strong seller, there were no 230TEs at the event.  Nor were there any series 1 cars at all.

Everyone was either doing various jobs on their own car, or lending a hand with some others.     Both my car and the white 300TE had new tailgate struts installed.    Not only did we have a lot of help getting the job done, but the use of some special tools as well.   For something that sounds quite simple, it  is a surprisingly difficult job.   I’m really glad I got it done, and I don’t think I could have done it on my own.

The white E220 was getting SLS spheres replaced.   This again looked like a more involved job than on a W126.   The other E220 looked like it was having various things done, although my main focus was on the tailgate struts.

It was a full day – but very enjoyable.   We started at 9am, and the day was still going strong when I left at just before 5pm to go to a family event.   There is so much to learn about these cars even thought I have been driving them and working on them my entire adult life.

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The tech day did have a hoist available, but my preference is to remove the spheres at home first.   As with last time I removed them, a strap wrench is easiest.   The spheres are different front/rear so it is important to mark where they came from on the car.

The tech day was held on the central coast, a good opportunity to take the old Pacific Highway in the 560SEC.   The car seems to be performing well after the EHA adjustment.

There was a good mix of Citroens at the tech day, including a DS, CX, and some modern Citroens.   The CX is becoming a rather rare car.   Quite a few spheres were tested, mostly the one piece units on the later models.

My spheres had readings in the low 40s for the front (42 & 45) and 28 in both the rears.   Specification for a DS front sphere is 44-64, with 59 being the ideal pressure.  Rears should be 16-28, with an ideal of 26.   I will not be able to wait another 5 years to do a sphere pressure check.  It would make sense to re-check them in another 6-12 months and potentially have the re-gassed.    I also learned a neat trick today – the plastic take away containers make great transport units for at least the single piece spheres.  I will need to check them for the rebuildable ones.

As well as doing the sphere pressure check, I also purchased 5 litres of LHM, the hydraulic oil used in the DS and other Citroens.   The Club sell it for around half the price it is available retail.

If only the hydraulic cells used in Mercedes suspension were re-gassable like the Citroen ones are!

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One of the tricks I learned today was simple but effective.   When removing spheres, use a baby’s nappy to catch the LHM that will invariably leak out from the sphere.   Larger is better.

The tech day was held at a semi-rural property owned by a club member and Citroen GS enthusiast.   He has plenty of room in his sheds for a large supply of GS parts and some parts cars out back to.    He also has a CX Ute for when things need to be moved around on the property.   As you can see, it is in showroom condition.   I drove the CX Ute, and was surprised how well it drove, given its looks.   I was worried it would snap in half each time I hit a bump!

I had removed my spheres previously to have them checked, and re-gassed if necessary.   The Club has the equipment to do this. However, my spheres were not in need of re-gassing.

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Given the poor weather, I got to ride in two Citroens I had not experienced before – A GS and a DS 23 EFI Automatic.

The GS was quite a surprise for me.   The car that I rode in was a 1976 model with a 1300cc engine and a 5 speed.   Despite carrying 4 large gents, the car 1300cc engine had a lot of pick up (if revved) and the ride was very good for a small car in rutted sydney roads.    Rear leg room was not even so bad for me given that this is quite a small car.   The GS has always had the reputation of being under appreciated and I can see why.   Probably not a car I will ever own but I enjoyed a ride in it!The Second car I rode in was a DS23ie Automatic Pallas.   Globally, the Automatic is not common for the DS, but Australia has quite a few as Citroen had originally planned to sell the in the US market then had to pull out of that market given all their protectionist regulations, so many ended up here.

The automatic is a 3 speed, but gets along quite well with the extra power of the 23 injected engine.   The gear lever is similar to the BVH, but you start the car from the key, not the gear selector.   Handbrake is as BVH, but you can see the blanking for the manual gear lever that the BVH doesn’t have.    On the whole, I am glad I persisted and got the BVH, but despite the negative comments by many DS enthusiasts, the automatic, when coupled with the extra power of the 23ie, still gives that DS experience for those who do not want to change gears.

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On my list now is to get a new radiator cap with the right pressure, new rubber ‘bump stops’ for the rear suspension, and re-route a cooling hose in the engine bay.

I drove all three of these cars today.

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