Quote:
Originally Posted by 300EVIL
Agree with Roman and Racing. I'm sure your supplemental injection system works good for your application but it could be better. For instance, With the two extra injectors your using, the intake manifold is obviously running wet. This manifold was engineered to run dry. Now your O2 sensor is telling a different story because it's reading the combined cylinders. However if you were to analyze each individual cylinder you would find that some are running rich and some are lean, most likely cylinders 1 and 6. With a programmable EFI system you can easily eliminate this imbalance. There is always something to gain with more precise inputs and outputs.
Adam
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Adam
Not sure where you were when Willi Mosselman did the first twin turbo kit on the M103 back in 1990.
Do you recall his "Silver Arrow" 300CE and 300SL ???
He was not a fan of additional injectors, so he used an adjustable piggy back controller that in essence allowed the EHA to supply more fuel.
TurboTechnics from the UK believed in additional injectors.
Their weak point was in their non adjustable fuel enrichment controller which tended toward lean under boost.
They attempted to compensate by using Hobbs switches off the manifold to trick the EHA to a full throttle condition and to retard the timing under boost.
Not the best resolve of an engineering problem !
I purchased one of the remaining TurboTechnics kits from the UK authorized Merc dealer who commissioned them for install on new cars in 1991. ( They are still all running in the UK, some with close to 200K miles !!!)
Delivered to my door it was $2600.00 and included a complete large bore ( 2.25" ) stainless steel exhaust system.
Also for any turbo afficionado, they had cast iron turbo manifolds which are much, much better then fabricated tubing !!!
The install was on my 1988 300CE ( purchased new in may 1988 for $53K) M103-12V with 63K miles
SOOOOOO.... can you say "cost effective".
Kit uses two small Garrett T2's, zero lag as they spool up much faster then a larger turbine.
Torque comes in instantly and the performance is faster then a 500E and approaching " Hammer" numbers.
The key to unlocking the real power was to discard the supplied piggy back electronics and use a Split Second AIC unit.
Computer programmable and 3D mappable.
This along with modernizing the intake and boost piping along with a ram air intake made a substantial difference.
So back to the "wet" manifold that you are concerned about.
TT used an interesting injector assembly with an air shield that appears to maintain a mist and doesn't allow the fuel to drop out of the airstream prior to getting to the stock injectors in the runners.
There has been no sign of any noticeable variance in the cylinders as the plugs after many dyno hours read all about the same.
Don't knock "cost effective" old school that can keep up with all but the latest M3's !!!!
You could always do something better, but when you trash an engine trying to make "insane" power, you really haven't achieved a thing, let alone "doing it better"
Remember this is a straight "street" car.....
Watch out for guys that could be your grandfather driving "unsophisticated" cars....they might smoke you !!!
