By the way those AMG II piece are for sale....No use for them anymore as they were kept for years for a W140 Coupe that I never bought,opted for a Porsche instead.

as you can see in the pics, the engine bay changed quite a bit...

If you are enriching by using an AIC then no reason to touch your stock engine/fuel controllers.

I've been doing this with great success on my M103TT.
Last dyno pull at 7PSI was 262RWP and 302Torque.

The critical thing is that you must set the AIC up on a dyno using a signal from a wideband O2 sensor.

Get your fuel maps correct and there will be zero detonation ( in fact I'm running a slight advance in timing by removing the "infamous" R16 resistor ! )

You're problem was too much boost.

I've installed a Hallman Pro RX manual boost controller.
It's set about 10lbs ( per my boost gauge ) to open the two waste gates simultaneously.

No problems so far, but I will be installing a water/meth injection that would spray at 9lbs boost.

Day to day driving the car doesn't even know it has boost. !
Ed a.

You speak the gospel, when I started out I could have saved myself a whole bunch of money by concentrating on efficiency instead of power,Now the car has incredible power at 10 psi, but I do 7psi for daily driving.

psi per say is not the be all and end all. for example a small turbo, running 7 psi will heat the air up more than a large one running mabe 12 to 15 psi.

is the turbo on the 220 cab a hybrid of some sort?

also the turbo technics intercooler on the twin turbo 103's is a neat piece of engineering, fitting well in the space and looks fantasitc, but it willl not flow more air than that required for around 400 bhp

so if this 220 4 pot has a hybrid turbo and a very good intercooler, the power may be high up there.

the higher power per psi due to lower charge temps is where im going next with my air to water setup... coming soon.

TurboECab, nice cabriolet :-D .
Ed, the problem with running the stock ignition is that actually no one knows what exactly happens after a given point (after a given kpa value), it may be interpolating from the last values of the map and retarding timing, or it could be just going in some kind of limp home mode where it removes X degs of timing for safety, or it could be doing nothing at all, fact is that we don't know what the exact timing is. Of course it's a fact that it works and works well. Come to think of it, it'll be nice to know what the exact timing is (in boost) with the stock ignition, problem is that the only way which I think that it could be measured is on a dyno (preferably a steady state dyno) with a timing light ....

the map reads rpm and manifold pressure, thus the most probable thing is that it just uses the last timing cell it reaches (atmo pressure). so the ezl has no idea its seeing boost, nor can it do anything but use the last value of that cell. Once there is boost it should only change timing according to RPM which is also limited up to 7000 rpm. for after 7k it simply cuts timing to limit rpms.

I don't think that's most probable, megasquirt which is not that sophisticated for an ECU uses the map last pressure and rpm to interpolated values even if you go outside of the table. If your table ends at 200 kpa and 6000 rpm, it still calculates and retards for 210 kpa and 6000 rpm . You could be right, but as I said without proper measurement we are just speculating. Also I'm not inclined to believe that the map for the NA engine was so off ( safe = low power = retarded = high egts) that the same timing would not detonate on 8 psi .... fact is we currently don't know whats going on in the ezl unit

agree. but i based my guess on the ecu being really simple and stupid. but ur say abt no knock on 8 psi is convincing.

M103?

Talking about m111

That interesting, is it verified ? Couldn't it be that it does pull timing and you loose power because with the msd you pull additional timing i.e. say ezl pulls 5 degs (cause map sensor is maxed out) and then you you pull additional 6 degs = 11 degs retard and thats why you loose power ? Anyway it'll be nice to see what happens when measured on a dyno with a timing light, that the only way we can be sure. If what you say is true then it seems that the 29-31 degs of timing of the NA m103 engine (Ed's case) is very conservative .


P.S. What leads me to think this way is that on the stock engine I don't think it's possibly to run 1 bar without pulling the timing, dumping fuel to avoid detonation works up to a point. Of course this is just me speculating and actually the 29 - 31 degs factory ignition advance @ wot could be conservative and with the current fuel the engine could run safe with say 35-36 in NA form at WOT (if tunned ) .

P.S.S. my thoughts are on the m103 engine I have no idea of the timing the M111 runs .

When up exceed 15 psi, you need to add fuel or the engine will detonate and explode.

I've bean reading about the ezl ignition unit (m102,m103 etc.), and it turns out that in some conditions or faults it does retard the timing , so it's no so dump, example : Boiling protection correction - retards timing by 4 (100 - 105 °C) or 6 (90 - 100 °C) degrees depending on model, in some cases and models it can retard even more (there was an example where ignition is retarded to 12
°CA after TDC if a given fault exist ). Will search later if a can find anything specific to vacuum/boost retard.

P.S. sorry that I got this thread a bit off topic, might be good to discuss this in another thread if there is interest .

Quote:

Originally Posted by Joreto (Post 2466467) I've bean reading about the ezl ignition unit (m102,m103 etc.), and it turns out that in some conditions or faults it does retard the timing , so it's no so dump, example : Boiling protection correction - retards timing by 4 (100 - 105 °C) or 6 (90 - 100 °C) degrees depending on model, in some cases and models it can retard even more (there was an example where ignition is retarded to 12

On my 300 M103 in NA, i had the CTS fooled to read lower which for EZL is translated by advancing timing. I sometimes would push it too far and i would get knock at high rpms.

I cant say for sure by how much timing was advanced, but i can confirm that the stock map is way way on the safe side. The EZL on M103 has sevral maps stored in it, and also takes CTS as a primary factor in setting timing. IIRC once engine temp is above 100 timing is retarded by 6' and if the altitude compensation sensor or the overload switch if equipped are malfunctioning the ezl will pull 12'