Yeah, lots of audis, saabs, and volvos came turbocharged with cis systems almost identical in design to ours. The screw adjustment ("fuel tower") control idle mixture, the EHA controls mixture under acceleration. As far as the setup goes, it's been surprizingly reliable, though I do still have the super charger off to change the rear bearings (I got it as a used unit) because I'd feel safe knowing all the bearing on the unit are fresh and healthy. Although I'd definitely like to show it off to some forum members in the area, once the sc is back on the car if you're interested. Which leads me to another question, the bearings I have are wrong, any body know where to get sc bearings for mercedes specific m45 blowers?

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-1989 190e 2.6 Auto (t3/t4 hybrid turbo)

So is the SC back on yet?

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http://www.190revolution.net/prem/Chris93/Signature.JPG

Well, I have officially talked to every bearing supply shop in southern california and nobody can find a match on these bizarro rear rotor bearings on the sc. I sent one of the old bearings off to some bearing supply in new jersey and that guys is being pretty helpful, he may be able to improvise something... if not I will have to throw an aluminum billet on a lathe when I get a chance and make some spacers to adapt the ford T-bird supercharger bearings to my sc... I"m just waiting on the guy in newjersey as my sc has longer bearings allowing a larger load surface which I would prefer to keep, but last resort, which is getting close, I'll just make spacers for the standard eaton bearings. Either that or learn german and start making long distance calls to the fatherland to see if anybody in germany knows anything about merc superchargers. What a headache.

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-1989 190e 2.6 Auto (t3/t4 hybrid turbo)

Looks like I'm starting a controversial posting habit, but this example of computer modelling fits perfectly with what I've learned through the peripherary automotive industry and around the traps modifying cars.

The thing to keep in mind about these Eaton superchargers is their engineered ratings and then a pack of overmarketing regarding them, although in their realm they are quite nice.
Their 5-10psi advertised boost ratings are both rather optimistic and speculated at their minimum recommended, stock engine capacities, which for the M/MP45 is 1.0 litres. Trust me, a bypass valve is hardly needed with these low-blowers.

I don't have detailed specs on the circa. 1990 Merc engines such as the 2.6 litre so I used an existing stock 944 engine shell of similar capacity and overall layout in the computer models.

Stock Porsche 944 2.5 litre DOHC 2-valve 4cyl. figures:

167bhp@5500rpm 178ft.lbs.tq.@4000rpm
retains 162bhp at 6000 and peaks at 96.7% VE at 5000.
actual cfm through cylinders is 223 at hp peak (25lbs/hr injectors and 58mm throttle body)
intake valve/porting is considered slightly restrictive.
torquey motor, a little underpowered at top end.

Fitment of MP45 Eaton supercharger (slightly higher rated than M45) piped to stock injection manifolding (throttle body relocated as a draw-through) at 2.2:1 pulley overdrive (14,300rpm @ 6000rpm engine speed) to stock 944 2.5 litre motor *keep in mind these superchargers are rated at 14,000rpm maximum safe speed and warranties are void with greater than 2:1 pulley overdrive*:

183bhp@5500rpm 194ft.lbs.tq.@4000rpm
retains 178bhp at 6000 and peaks at 107.5% VE at 5000 (undersized for engine, 120-130% VE considered standard for low boost supercharging)
actual cfm through cylinders is 248 at hp peak (with 30lbs/hr injectors as required for application)
max. boost is rated at 3.1psi (0.2 bar) @ 3000rpm and the supercharger is considered undersized for this motor at 44cfm per cycle and drops off actual chamber pressure from 3500rpm through to about 6500rpm (maintaining around 2psi average boost between these rpm due to a greater cfm bearing naturally aspirated dynamic than the tiny blower can overcome).
Knock index remains low although peaks a little (1.7 which is still safe on high grade premium unleaded), at around 5000rpm. But keep in mind these engines run a stock compression ratio of 10.5:1 static (about 8.8:1 dynamic compression due to sporty cam overlaps standard).

The verdict? The tiny Eaton M/MP44 is really designed for 1.5 litre Hyundai's and works best on this larger capacity, DOHC and already highly efficient engine at 3000rpm, where it delivers 189ft.lbs. of usable torque due to its 3.1psi boost at that rpm. It's the best it can do at only 44cfm per cycle unless you overdrive the pulleys 'till it desintegrates in your engine bay.
You can never achieve high hp ratings in the mid 2-litre class DOHC with this sized blower, it's just not engineered for it. You can however make an expensive mistake or make a good torquer that'll take off well from the lights and still get away with lower premium grades of unleaded fuel (90 or 92 octane as opposed to 96, fuel additives or spark retarding).

Example 2:
same setup with a good flow bench job on the head, a custom set of tuned turbo headers and aftermarket exhaust, a 72mm throttle body and K&N style air cleaner, minimum 32lbs/hr injectors are required.

208bhp@6000rpm and 199ft.lbs.tq.@4000rpm
a much nicer power curves graph and a good delivery although boost remains low at higher revs. 3.1psi @ 2500rpm and average of 1.5psi from 3000-6000rpm.
VE is up to 110.2% at 5000rpm and an actual cfm rating of 286 is at the hp peak.

Example 3:
now let's try the aftermarket recommended Eaton supercharger for this engine capacity, the MP62 (62cfm per cycle and rated at 16,000rpm max safe speed for higher overdrive ratios, but I kept the factory recommended 2:1 for up to 8000 engine rpm safe speeds and good reliability).
First I lowered the static compression ratio more in keeping with stock MB form, to 9:1 static. I kept the headwork and basic breathing modifications of example 2 above.

233bhp@6000rpm and 222ft.lbs.tq.@4000rpm and a much nicer package overall.
VE peaks at 128.3% in the 5000rpm area. This is more in line with low boost supercharging recommendations for this engine capacity.
Actual cfm is 331 at the hp peak. 35lbs/hr injectors are required to maintain the necessary 136lbs/hr total fuel flow at that engine speed.
Max boost at the cylinders is now 5.3psi (0.4 bar) around 2500rpm and remains strong in the 4-5psi boost class throughout the rest of the rev range, producing a very strong 186ft.lbs of torque at 2000rpm. Boost pressure is still good at high rpm (hovering around 4psi and that's certainly enough to feel a kick even at 6500rpm). Valve flows and overall fuel delivery dynamics are exceptionally well tuned in this combination.
Knock index is fine for even average grades of premium unleaded at 9:1 static compression.

Squeezing a little more out of it is possible, knocking on the 250bhp door with fitment of intercoolers, slightly overdriving the pulleys and specialized cam timing, but to get significant horsepower increases you'll be looking at larger cfm per cycle superchargers again (90-112 rated Eatons or the magnificent little B&M 144 for mad-hatter full race applications at this engine capacity) and dumping the static compression ratio down for bigger boost.

Of course greater power characteristics are to be gained from centrifugal superchargers with intercooling/water injection in the low boost application for stock/near stock engines. If you want to go silly full race then it's turbocharger or bust.

The moral of all this? Eatons are a nice little blower. Get the right sizing for your engine capacity and application however, as they have limited rpm ratings and are already very highly geared at recommended fitment.
The little M/MP45 will make you happy under 2.5 litres if you just want a little bottom end grunt, it's a nice package you could shove on very high static compression ratios. If you're likely to catch the horsepower bug though, opt for a fourth generation MP62 minimum in that class of engine capacity.
It works out more expensive to find you wanted the upgrade after a conservative installation. But if you're not after that, these "mini" units look really good and kept within the factory ratings, very streetable and a reliable enhancement.
Buy what you're actually after first time around, and you won't find yourself spending hours on the phone trying to turn back the financial clock through a customer service department later. They're not going to care much.

Hello.
First of all congratulations on the succesfull project.
I have a 2.3-16 and I'm also thinking about putting a supercharger on the engine. There are a couple of things though that I'm not quite sure how to arrange. For example the pulley/belt arrangement on the engine side. Do you take the torgue straight from the crankshaft or trough some other pulley?
I would be delighted if you could take some pictures of all the different components of your setup, specially the pulley/belt system and the brackets.

Vanir, the m45 works fin for what I want, the power bug is quenched by an outing in the twin turbocharged jaguar. And jesser, I am STILL waiting on bearings, but they're finally ordered and I will need spacers made to make the normal eaton bearings fit in the sc case. In any case, I will take some pics as I put the system back together in a couple weeks.

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-1989 190e 2.6 Auto (t3/t4 hybrid turbo)

I just bought a Eaton M45 SC and I'm looking forward to see pictures of your setup. I live in Finland and it is wintertime here now, so all I can do for my project now, is to plan...

Good luck on the project. I found it fairly easy to adapt the m45 to the m103. The factory 2.6L m102 is not a great match for a 3,000+ pound car as far as speed goes. But it's a stout engine and it really responds well to boost. A couple of psi makes a really noticable difference. Basically, with the little m45 done right, you won't have a ferarri, but it does make the car feel like it has a bigger engine with a much wider power band. It really wakes up the low end of the short stroke m103. I think you'll be happy with the increase. I'm on vacation in hawaii (YES!) for next week, but I'll be sure to post some pictures of the bracketry and piping when I start putting it all back together in 2 weeks.

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-1989 190e 2.6 Auto (t3/t4 hybrid turbo)

AWESOME thread guys!

really my hat is off to you. i want to supercharge my M104. If you build it, I'll buy it. I'll drive all the way down to you too. Build one for a 91 300E with a 92 300CE M104 swap, 190E 2.3-16 manual tranny swap if any of it makes a difference. Keep it under 3g's installed and I'll be there in around 16 hours driving non stop I'll send a deposit right away too. I can't afford a 10g twin turbo kit from mosselman and the supercharger kit at 5000 UK pounds is around 10g's too.

PM your e-mail, we can talk!

Typejr:

I did a Supercharger install on my 1993 3.2L M104 for under $1200 in Dec 04. The key is finding a good deal on the right blower for your engine size. Beyond the blower it's just sheet metal, belts, clamps and piping... all pretty cheap stuff. I have my project documented in a Powerpoint slideshow I'd be glad to send you (the file however is almost 30Mb with the photos)

Best of luck!

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2002 E55 Stock
Sold my project car: 1993 300E (3.2L) Blower running 0.8 Bar, Re-badged E32 Kompressor, Apexi Piggyback ECU, 310cc injectors, 255LPH Walbro Fuel Pump, Water/methanol injection, Quad SS Exhaust Tips, 3" SS exhaust with high-flow Cat, 17" Monoblocks 225/45/17, Brembo BIG Brake upgrade, Euro-headlamps, clear corners, Euro-tail lamps, keyless entry, CD AMPs Subs etc...

Photos: http://share.shutterfly.com/share/received/welcome.sfly?fid=c20c2dad4373aa89&sid=0CbuXLVo5cMXFg

93 M104's are pretty different than 92 M104's. and mine isn't electronic injection and other things too. I wish mine was the 93+ though

Very good job and excelent thread. I'm interested in a project like this for my 560SL. I really liked the Kompresor badge.

John Roncallo

I would be very interested in seeing this slideshow. Is there some way you could host it since its too big to send over most emails?

please M104 1990-1992 info!

email me the file and i can send it

stevehowson@hotmail.com
OR
steve@ballardshaw.co.uk

I can host it and link it for everyone? ok?

thanks

Steve "I NEED a SC" Howson!

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Steve Howson

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www.mercedes-cosworth.co.uk