Ortolan,
I just joined you on the twin turbo list. Placed the order yesterday for my 93 w124 cabrio. Can't wait.
Joe

Same here, my M103 kit from Hughes of Beaconsfield should arrive at my door next week.
Get them while they are still available, soon they'll be all gone !!!
Tremendous value !!!

Took a couple of pics with a phone:

__________________
1989 300CE "Project HWA124"
(400rwhp Turbo Technics AMG C36 engine)

That's 98 RON. Remember that they're in England.

I think that may be our 93 (RON+MON)/2.

In the USA we use AKI (Anti Knock Index) for octane rating. The rest of the world uses RON ( Research Octane Number)

RON x .95 = AKI 98 RON x .95 = 93.1 AKI .

hello, i was doing a search on my new car and found you lot talking about it

ive currently got a 1994 w124 e320 coupe with AMG styling in dark grey

ive previously had a 1995 w124 e320 coupe sportline in blue/black

this week i bought 1995 w124 e320 coupe turbo technics in silver

so ive now got 2 w124 coupes and i love them

ive got a problem with my new car and wanted to know if i described it would you people have any idea what the problem is?

right ill do my best to explain...

the previous owner did 3,000 miles in 3 years and recently changed both the turbos but still could not sort the problem out

the car has great trouble starting and can take upto 5 mins to finally get going from cold

then once running when you put it into drive it will either stall or chug along

then with your foot flat to the floor the car will do about 5mph then after say 10 seconds it will start to take off and then once its moving it goes like a rocket

we have checked the hoses and the 2 main turbo hoses are very flimsy (i know these can suck in and stop turbo breathing)

the inter cooler hose has a small hole in it too

im sending it to o'dells in bedford asap and will get them to put silicone hoses on it and replace any dodgy pipes

so any ideas?

If you have a hole in an intercooler hose, then you will not have a pressurized system. The intercooler is actually an aftercooler as it is on the discharge side of the turbos.

Another review...

First Drives - Lion in wolf's clothing (by Richard Meaden, 1994)
Turbo Technics E320 Coupe

So much power in a normal-looking package makes the Turbo Technics Benz one of the ultimate 'stealth bombers'. Standard chassis not quite up to the job, though.
For: Huge power in a plain wrapper, build quality, interior comfort. Against: standard chassis all but overwhelmed

If you like the idea of a plain-looking car that goes like stink, and can afford £34,358, the Turbo Technics-converted Mercedes E320 Coupe may be for you.
From the outside it looks like the standard £27,014 Benz, but behind that grille lurks an engine of awesome potency.
Even before the chaps from Turbo Technics get their hands on the 3.2-litre 24v straight six, it develops 220bhp - entirely adequate for most owners.
If that's not enough, though, Turbo Technics will install two Garrett T2 turbochargers, modified fuel injectors and management system, less restrictive exhaust manifolds and a stainless steel exhaust system.

The bottom line is an extra 120bhp which lifts the tally to 340bhp at 6400rpm. Torque leaps similarly from 230lb ft at 3750rpm to 335lb ft at 4500rpm.
By comparison BMW's M5 has the same power on tap but falls 40lb ft short on torque. Even Porsche's 928 GTS, which just out-powers the boosted Benz, can't match its torque.

Unsurprisingly, the converted E320 makes a phenomenal overtaking tool, and lunges past slower-moving traffic with fearsome speed.
This instant response bears out the wisdom of using two small turbos rather than one big'un.
Although there is a definite step-up in pace once you pass 3000rpm, the engine never feels laggy or lethargic at low revs.
Under hard acceleration the Garrett twins whip up an under-bonnet hurricane powerful enough to rival any sports saloon.

If the lack of external changes is a major plus, it's also a flaw.
When the E320 chassis and tyres have 220bhp to cope with, progress is largely drama-free. But the extra power can make things decidedly hairy.
Provoke the Benz's auto transmission to kick down and the traction control warning light flashes instantly, fading only when speeds have passed the point of license loss.

While the traction control copes admirably in a straight line on dry roads, it does not like wet corners, where grip is severely overwhelmed by grunt.
Even in a straight line the Benz struggles to put its power down, and it slithers and squirms as soon as the turbos cut in.
A minor indiscretion with the throttle could send things very wrong very quickly.

The potential of the Turbo Technics conversion could be fully realised by the fitment of a specialist wheel, tyre and suspension package.
Even as it stands, though, the converted E320 is stiff opposition for Mercedes' own AMG C36.
It also retains all the practical benefits of Mercedes ownership, having standard service intervals and a 12-month unlimited-mileage warranty from Mercedes dealer Hughes of Beaconsfield,
the sole agent for Turbo Technics Mercedes-Benz conversions.
Verdict: 4 stars

__________________
1989 300CE "Project HWA124"
(400rwhp Turbo Technics AMG C36 engine)

I have also just ordered the twin turbo kit from Hughes for my 95 coupe. I'm looking forward to sharing information / tips & results.

Ortolan - thanks for taking the time to type out the articles; I recieved the same sketchy fax from John Pearson & lost patience after the first couple of paragraphs... Richard Meaden is now road test editor for EVO magazine & I always respect his opinion, so it was reassuring to read his positive comments.

I'm also thrilled that I now don't need to do the 500e engine swap! I currently have my car @ Motorwerks, where they are performing a full 500e body conversion (front fenders / lower cladding / custom rear arches to fit 18x10 Carlsson rear wheels) - I was reluctant to have this done without the power to back up the aesthetics & the engine swap is very expensive.

Michigan has no emissions testing, so I'll be running the system without the cats - it will be interesting to see what differences in power we see. I'll be happy with 350bhp - which I will use as my target.

Good luck to us all....

My car arrived yesterday at Willow Automotive in Chicago.
Hopefully by Tuesday the base line dyno will be done on my M103.
I need a cat in Delaware for emissions, so will be using a 2" x 2 in/out high flow cat.
Oddly enough my stock system does not have pre cats or a front silencer.
Down pipes go straight to the cat which is located where the middle silencer is.
Probably install the large bore exhaust from TurboTechnics with just down pipes, cat and rear silencer.
Looking for 280-290 RWHP when done or about 325-335HP at the flywheel.
The torque gain is what will make the M103 / M104 fairly rapid as it comes on low in the RPM range !

Went to the workshop today and there still hasn't been any progress made on the installation. The guy that was working on it had an accident involving a fan belt last week and has been in hospital. Either I wait until he's back at work or I tow the car to the place that will tune by Autronic ECU and have them install the kit too.
This 2nd place told me they can't quote for the tune until they know more about the engine. Some questions they asked regarding my 3.2L HFM M104 were:
Does it use a 60 (tooth/two??) wheel for crank angle?
Does it use coil per cylinder ignition?

Anyone know the answer to these questions?
They also told me I'd be looking at maximum 250rwhp at 7psi which is what the kit is setup for. I tried to explain that this sounded too low given the kit is supposed to make 345bhp with only a piggyback fuel enricher. I pointed out that the engine in stock form probably makes close to 200rwhp but they thought this was highly unlikely.
Ed, I'm very interested in seeing what your 12v makes on the dyno once the kit is on.
If the 3.0L 12v makes 280rwhp then 300rwhp from a 3.2L 24v should be no problem whatsoever.

Almost forgot, my mechanic also told me that he services two 300TE W124 station wagons (estates) which were imported from the UK and have LSD. He's going to ask the owners if they want to do a swap for my differential and some cash. Does anyone know anything about these LSD units?

__________________
1989 300CE "Project HWA124"
(400rwhp Turbo Technics AMG C36 engine)

B.J.

My car is still sitting after a week, waiting for a slot to open up so the work can begin. I'm not in a hurry, want to get it correct, but yet anxious for the base line dyno.

Not sure of your first question, the ignition uses one coil for two spark plugs. Coil mounted direct to one plug, then a short high tension leand to the second plug.

I would think that the install would provide at least in the range of 100HP - 150HP increase (depending on starting condition of the engine), as these are the figures that the Mosselman installs achveived !

I'll post the base line as soon as received, then the final dyno after the tune. My installer has done Mosselman's in the past and has indicated 280HP + dyno on the M103 with mid five second 0-60 times.
Will know hopefully in the next two weeks !!!

Doesn't the LSD in the 300TE have a 2.87:1 ratio?
Not sure of your M104, but the 88 M103 300CE has a 3.07:1 ratio which is better for acceleration. If I were to change I'd look at the 3.27:1 gearing in the 260E's

Remember that there is a significant difference between HP & RWHP - Basic horsepower is what is generated & measured at the engine's flywheel. Rear wheel horse power is obviously what is available at the drive wheels after being transmitted through the drivetrain - there is typically substantial difference between the two totals (loss at the rea wheels) due to many factors (intertia / mass etc).

If our twin turbo conversions are billed to net 350hp, then I would be very suprised if there were more than 260 at the rear wheels.

The torque gain produced is perhaps the more important element.

No matter what, I'm sure we'll all be pleased with the difference...

I would expect a 21% drive train loss for our 722.3xx autos, based on this thread:
http://www.mbclub.co.uk/forums/archive/index.php/t-23527.html
Ed's base line dyno should give some more hard data.

__________________
1989 300CE "Project HWA124"
(400rwhp Turbo Technics AMG C36 engine)

I'm calculating losses at around 15%, based on my experience with new C6 Corvettes with an A6 transmission. Typically dyno around 348HP with a published 400HP.

You must also consider that any dyno pull will have a margin of error of over 1%.
Different makes of dyno's produce somewhat different results.
Consecutive runs can give you variation due to heat soak.

Imperative for me to do the base line as it will give a relationship between published flywheel numbers and actual rear wheel numbers for my engine.

The other power improvement is using the supplied two pipe 2" diameter exhaust with high flow silencers.

I believe 100-150HP is possible depending on the condition of the original engine and how well the dyno tune to obtain optimum air/fuel ratio under boost is performed.

B.J.
Why not do your install with the provided TurboTechnics electronics first..get it running, see how much power you are making and then consider a different type of engine/fuel management ?

Ed A.