Timing boosted M111
 

Hello all been away from the forums for some time now, mainly traveling now I am home and finishing up my projects....My e36 cab is getting twin turbo & Nos right now


Anyone else running a p-Motronic M111 need to know if your stock ecu retards timing ?
Anyway long story of the car started this project with a bone stock E220 Cabriolet which actually is a E200 Cabriolet. 3 blown engines, 12 cracked pistons,6 bent rods, 18 head gaskets, large stack of $$$. I'm done and proud to say I made 466rwhp(1.5 bar) blown to bits on second dyno pull. Right now its a 356rwhp driver at 10psi. with no timing control.

Bought the MSD DIS II couple years back, never used it. I am told 1/2 degree per pound of Boost,but my m111 actually does not need retard until 7psi. I went to Germany early in the year and bought a brand new ECU suspecting mine had failed only to find it does not pull timing.

So basically anyone familiar with Mercedes Benz P-Motronic (Map Senor)???

almost forgot this is a w124 E200 cabriolet 1995

just go stand-alone + a dyno

Yes, just go standalone, and find a good person to tune it.

I would suggest MoTeC if you want the best.

Thinking Motec after i finish the Getrag 265 swap next summer, but for now I have the MSD and would like to play with the AIC & MSD for the summer as my other W124 is under the knife.

http://content.paulnixon.org/images/...-interests.jpg

I would love to see some tables that they are running in their 104 as far as spark and fuel since I'm going to be megasquirting mine soon.

Also, how are you adapting your 265?

getrag, 265 has removable bellhousing, and is cable speedo, simple installation really, i am using the factory auto bellhousing, cutting it 3 inches behind the face cut the 265 bellhousing accordingly then weld them together. actually i am done with that and have..running the E24 M6 clutch, BMW slave cylinder with MB clutch master. Already have a w124 factory cab shifter picked up in germany...too cheap to pay $1200.00 for a custom driveshaft so i am searching out a proper Mb shaft from other cars until i find one that is perfect.
Tig welder makes life easy

http://content.paulnixon.org/images/...-interests.jpg

Man,im doing something wrong.....You need to explain to me how you got 356rwhp @ 10psi on a 2.2 with a stock ecu,what was your rpm limit?^^.

Yes that will be interesting info, also some specs of the turbo used.....

I cant see that happening, you need 1.4 BAR boost on the 4g63 and over 7000RPMs to touch that HP figure. on the fly wheel.!!! any way HP number again stand for nothing

if he says its reliable now thats a good start.
My M103 with abt 8-9 PSI made 215hp at the wheels according to G-TECH.
and when i went to 11 psi, and ALCI and 6 deg of timing advance, i doubt i had more than 330-340 hp at the fly wheeel.

Because you can't see it happening does not mean it does not happen, at 1.4 bar I am well over 400rwhp..I don't ever want to run 1.4 or no where near than..10 psi max and 7 psi daily. I don't care for aftermarket ecu,I prefer an alphabet soup of piggy backs so I get the reliability and high gas mileage.
What I will tell you about the last and final m111 I built of the 5 I have been through chasing pie in the sky high horsepower. Factory stock M111 is good for 400rwhp reliable. I put my money behind this as I have put my money into, under, on top and through this darn thing for 3 years of research, failure, revision, rebuild etc. 6000 rpm is my limit which is the factory limit on a P- motronic car.

1. all stock 2.0 high compression M111 as found in E200
2. Lightened factory Crankshaft
3. SLK 2.3 cylinder head with cams
4. Factory P-motronic ecu Map sensor running factory 18.8lbs Injectors
5. Split second Aic running two 44lbs rc injectors
6. T60 with a t3 hot housing on a custom designed exhaust manifold
7. 3 inch mandel bent exhaust-no cats, 2 magna flow mufflers
8. tial 38mm wastegate with 7psi spring
9. greddy blow off valve
10. NGK "7" plugs
11. cooling system changed to flow properly
12. stock thermostat
13.NO TIMING CONTROL
14. Porsche 944 fuel pump
15. Aeromotive rising rate pressure regulator
16.redesigned fuel rail
17.Manual homemade Boost controller
18. 3/8 fuel line pressure line-factory return line
3 years and many many many revisions and I can give this car to my wife or mom and they can drive it from Seattle to Los Angeles and boost as much as they want and it will bring them there and back without any special instructions

ok ill take ur word for it.. wouldn't mind seeing a success story, and it seems u've been thru hell and back, so seeing results is just gr8.
might have sounded cynical, didn't mean it.
keep us posted, and plz make some youtube vids if u can

Very Interesting!=),maybe all that advance can really take you there!?
How did you go about machining the crank?,what fuel are you running with the high compression setup?,are the M111k cam oe?.

Your right about the high gas millage(if your purely on maps),I hope to finally tee in my closed loop system later this year and have it all tuned,at a guess it should hopefully bring her back close to stock M111k economy.

If you have more pics post up please;)

A scan or pic of a dyno graph would be nice (not doubting, just interested). Whats interesting is that this engine is putting out similar power to some 3.2 engines with very similar turbos (as flow characteristics) and boost levels .

P.S. Jay 215hp is about right, I get about 205whp on the g-tech for my car @ 7 psi (3-rd gear run), however I've input the weight on the light side since I haven't measured it on a scale with the new engine setup .

Here are some pics,sorry no dyno sheets I am usually too busy making adjustments to worry about photos & video and on top of that I am new to the Seattle area so I don't have much in the way of friends here that can make a video for me.
More than willing however to meet up at western,WA or Southern California (South bay to Orange county) dyno shop and someone else can take video of the screen.

sorry got lost thought we were on m111