I found out the stock ECU is not running anything, it's just retained so the engine bay looks stock to anyone looking there. I still have my climate control and power-everything. Not about to give up the luxuries... :)

Dose your engine is 3.6L?
If a 3.6L M104 engine blow 14psi boost without problem,it should get over 400 rwhp.

No more M104 3.2 24v kits left!
 

Gentlemen, your advice is needed!

I just called John Pearson @ Hughes, and found out that sadly all the M104 3.2 litre 24v turbo kits have gone! However, he told me there were still over a dozen M104 3.0 litre 24v kits left.

This may be a tricky question, but does anyone know if it there would be any major problems in installing the 3.0 litre kit to a 3.2 engine?

John Pearson told me that recently a couple of people had bought the 3.0 kit to install on the 3.2, however, he wasn't able to confirm if it would work or not.

In response I copied and pasted to him, the entire parts list from page 1 of this thread (that Ortolan had typed up) to compare to see which parts would be different.

Thanks!

It is a 3.5L M104. Refer to the dyno chart on the previous page which shows boost pressure.

BJ

Don't worry about dyno numbers.....
It sounds like you are initially making a great deal of power.

Get yourself a G-Tech accelerometer so you can obtain real world acceleration times.

My guess is you should be sub five second 0-60 with your engine mods.

Keep us posted and maybe you'll convince others that the TT I-6 is as good if not better then a NA AMG V8 !!!!

Good Luck

Ed A.

John is a good guy but has more parts knowledge then technical.
I don't see why a 24V kit would be displacement specific.

The key to "modern" power is not to use the supplied fuel enrichment control for the additional injector (s).

I learned this with my M103-12V TT install and Ortolan has used an even more sophisticated control on his M104-24V.

If the price is still at 1000 pounds sterling with the exhaust, then it's an incredible bargain.

You can't go wrong !!!

Ed A.

No more M104 3.2 24v kits left!
 

Yes John is a great guy, he told me a few stories about some guys who live around the neighbourhood with the twin turbo kits installed, one guy even goes as far as putting the "D" diesel badges to go undercover!

It would seem the extra 200 cc shouldn't make much of a difference.

My guess there would be a slight difference in the electronics supplied, something encoded into the hardware.

However using different electronics for the injector, as discussed on this thread, will take care of this I'm betting.

I order my kit on Monday! ;) Twin turbo nirvana here I come ...

wow i go away for a few months and this topic goes mad

yes ive got a w124 m104 e320 Turbo Technics coupe

its in very good condition and only done about 100,000 miles

anyway if you need any pics let me know and ill get them done asap

mine came back from TT in september 2007 and ive not had any other work done to it yet as i need to get it insured and my insurance company (norwich union) wanted £900 for the last 3 months of my police to add the car to it

so i waited till nov 23rd 07 when it ran out and got the gfp 2 ('94 3.2 coupe) insured for £280 (last year was £350) and got GFP 3 ('95 3.2 TT) for £360 full comp!

so now both cars full insured and just waiting to get the passenger side window regulator changed then its off to a merc garage to have the cam sensor changed then it will be mot'd and rolling roaded as TT told me its probably was running 350 ish bhpp when new so i intend to get it back to that asap

Who did you insure the turbo with? £360 is very cheap!

norwich union

im 37

9 points (56 in a 50 & 106 in a 70) but they are now off but i did this in nov

11 years protected no claims

2 accidents in last 4 yeras (my mum did 1 and the other i wrote of my w124 e320 sportline coupe)

last year for the gfp 2 (w124 e320 coupe was 350)

this year was £280 with excess of £350

the other car gfp 3 the twin turbo was £360 as they did me a very good deal on a 2nd car where i got an intorductury ncd and more money off as i raised the excess to £350 and paid both policys in full on the phone

i was amazed as every other company wanted £400 ish for gfp 2 and upto £1,400 for gfp 3

oh and both on limited milage of under 4,000 miles both cars on my drive with cctv, both cat 1 alarms/immobs ect

Gentlemen, may I suggest that you start your own thread?

no not really

why?

its relating to the turbo technics is it not?

and as im one of the lucky very few to own one i think you should buy me cakes for even suggesting so

Couldn't agree more.....!!!

You own one, can speak about it, and noting insurance costs are part of the whole experience !!!!

my thoughts exactly

you have a twin turbo

how much more fun is it than a nlormal 3.0 coupe?

as ive not driven mine in anger yet as its been poorly since i got it in march 07

My car actually cost less to insure with the engine & turbo conversion (plus all the other modifications) than it did when I initially purchased the car.
Full comprehensive insurance now costs me less than AU$1000 per year for AU$40,000 agreed value (less than half of what I've spent on it though).

Anyway, that's not why I'm posting today. Yesterday I finally got my car back!! :D
There's still a multitude of little issues that still need to be fixed up over the next few weeks but it can finally be driven.
The long accelerator pedal travel once again took me by surprise, having not driven the car in over a year. The first few centimeters of travel actually seem to have no effect on the thottle, which gives you the initial sense that a tiny engine resides under the bonnet.

Once you pass this idle point and actually open the throttle, you are in the 1000-2000rpm range. Within this range, the car feels like it's the same 3.0L NA M103 model that I started with. City driving can be comfortably achieved almost entirely within this small band.

Keep pressing down and you get to the 2000-3500rpm range. This is where you realise the engine is a lot more potent than you first thought. Within this range, the car feels like a "performance car" (what I presume the C36 or 500E/400E models feel like to drive) and totally unlike the original 300CE that I started this project with.

Some more pedal travel takes you into 3500-4500rpm. We're no longer in Kansas. Getting wheelspin is something you just wouldn't expect when you first cross into this range, so it takes you by surprise the first time (slightly damp road). Using this part of the rev band feels like you've just strapped yourself to a rocket which is hurling itself toward the horizon and pinning you back into your seat. Any similarity to a 1989 Mercedes Benz 300CE is now purely cosmetic.

Unfortunately the engine is new and I can't exceed 4500rpm for at least another 1000km. :(
I know from looking at the dyno chart that the engine power was still increasing when the dyno run was prematurely ended around 5500rpm.
This means I have an unexplored region from 4500rpm up to a possible 6500 redline (even though the engine is capable of revving even higher).
Based on what I've experienced so far, this must be the hyperdrive setting. :D

I'll try and get a quick video of the car in action today.