190e m103 supercharger almost complete - PeachParts Mercedes-Benz Forum

benzito190 · #1 01-15-2005, 03:37 PM

Well, I have all the mounting brackets finished, and have a newly welded upper trans cooler line to clear the pulley on an m45 blower from a c230 kompressor. Now that most of the fab work is done, I'm wonding if anybody has any suggestions on what to do with the fuel system, with a boost referenced fuel pressure regulator, should I need anything else on the mass airflow based cis-e jetronic setup on my car? I'm looking at a solid 210-220hp with the pulley ratios that I'm running (sc will be running @ 14,500rpm @ 6000rpm on the motor), and I'm pretty confident that the cis can support it, any body have any doubts aimed towards the cis setup for under 230hp applications?

Rgaling · #2 01-17-2005, 09:27 PM

Contact Split Second; www.spiltsec.com

They have several options in controlling fuel delivery with force induction.

benzito190 · #3 01-29-2005, 11:48 AM

Well, the supercharger is on the car... it's on the belt drive, and the bypass assembly is done. Runs GREAT! Looks like the lil m45 was enough to wake up a 190e after all! The power delivery is Very smooth, it feels basically like a much happier naturally aspirated engine. It doesn't deliver quite as much increase in power up above 5000 rpm, but the diufference from 1800-4000 is really noticable, the m103 was kinda anemic down low, now it feels like it's got an extra liter under that cylinder head below 3500rpm. I'm quite pleased with the setup, and if anybody's interested I'd be happy to share some info with you and post some pictures or something. Total cost of the project to date was about $400-430: $220 for the m45 shipped off ebay, $30 for the air filter assembly, About $50 in gas welding wire, and a couple tools, $50 worth of steel, $30 for a belt, a free toyota tercel throttle body turned into a bypass valve, and a few bucks for misc. stuff like gas to drive around buying parts. Best $400 I ever spent.

Bill Wood · #4 01-29-2005, 11:59 AM

Post some pics!

Chamorro · #5 01-29-2005, 02:21 PM

More details. How much boost? Did you change anything of the fuel injection system? Where'd you mount the SC?

benzito190 · #6 01-29-2005, 07:02 PM

The sc is mounted on the pass side. I made a bracket that bolts to 2 of the forward exhaust manifold bolt holes, a timing cover bolt and a valve cover bolt, so the eaton blower lays an inch or so over the exhaust manifold with the bracket acting as a heat shield. The outlet aims back then turns over the valve cover with a toyota tercel throttle body and a vaccum actuator serving as the bypass. I just bolted a home-welded flange to the top of the cis maf (2 small bolts hold it onto the maf). I haven't gotten a good reading on boost, but if my math is correct I should be somewhere between 4 and 5 psi. No mods to the fuel system, I just ran the vaccum line from the regulator into the cross tube behind the bypass to give some sorta reference pressure for the fuel system. I'm really impressed with how the jetronic setup is handling boost... no flat spots, no pinging, and the exhaust color around the muffler is just about right (hopefully that means the F/A ratio is staying solid). Desktop dyno estimates it @ 210-215hp with a flat torque curve from 2500-4800, so it should kinda simulate a 190e with the m104 as far as power goes... I'll get some pics up tomorrow once I have a chance to get my cheapo walmart camera under the hood.

BF_JC230 · #7 01-29-2005, 07:45 PM

yes please - pictures

super SEC · #8 01-29-2005, 09:20 PM

Did you enrich the fuel via the EHA valve? I'm running an ATI Procharger and around 10 psi in my CIS-E 560 SEC. I know for a fact that the 560's CIS will flow over 400 hp. I have my EHA turned 8 turns clockwise to compensate for the extra air. Since the addition of a larger diameter crank pulley and a smaller diameter blower pulley, I've been running lean on fuel at around 5,000 rpm.

My last dyno run was 346 RWHP and 404 RWTQ on a dynojet. I've added the cog pulley system and an air to air intercooler since. I'm now spinning the ATI Procharger P1SC blower at 62,000 rpm. I'd estimate I'm close to 500 hp with my CIS. However, the CIS is the limiting factor to more horsepower gains so I'm looking at switching to an aftermarket EFI system.

benzito190 · #9 01-31-2005, 02:11 PM

Sorry no pics yet, yesterday was busy, hopefully they'll be up today after work... In any case, I really haven't touched the fuel system other than running the regulator ref hose to the cross tube behind the bypass valve, seems to run really smooth and without ping over the entire powerband on 91 octane, looks like the new o2 sensor is responsive enough to cover the fuel adjustment. Though I'm only pushing around 4-5psi oh the high end. Actually, I wasn't aware that the EHA is mechanically adjustable, so I should thow a fuel mixture gauge on there and adjust as neccassary, thanks for the insight. The flange that I made to the cis unit is pretty rigged up right now (yucky welds) so once I get some pipe bent to the right shape and redo the flange, I should get some better flow. I'm pretty confident that the 2 pump cis on the m103 should be able to flow enough for 300hp easily with minor modification, though i'm probably pushing around 210 at the crank (low side of the desktop dyno estimate) with the current pulley ratio (14400rpm blower @ 6000rpm engine speed), which feels just about right on the butt dyno.

mctwin2kman · #10 01-31-2005, 03:46 PM

The EHA when removed has one screw on it. It is a cover for an allen keyed screw! Turning Clockwise will make the mixture more rich, by changing the pressure diference in the fuel distributor top/bottom. I would not start with 8 turns but maybe 1/2 at first. You will have to reset the base mixture via the Lambda tower as well. Now the reason you do not want to go to far is because then you would be too rich on off throttle due to the EHA not being able to lean the mixture out enough. Of course testing with fuel pressure gauges would be the best way to go while adjusting. I would think with that low a boost you probably only need a full turn to compensate.

Edit: This adjustment increases Fuel flow at WOT, but can of course go too far hence the do a little at a time!

super SEC · #11 01-31-2005, 08:04 PM

Quote:

I would not start with 8 turns but maybe 1/2 at first. You will have to reset the base mixture via the Lambda tower as well. Now the reason you do not want to go to far is because then you would be too rich on off throttle due to the EHA not being able to lean the mixture out enough. Of course testing with fuel pressure gauges would be the best way to go while adjusting. I would think with that low a boost you probably only need a full turn to compensate.

Yeah, you only want to do around 1/2 to 1/4 turns at a time. You have to adjust the idle screw to compensate for the extra pressure. For every turn, expect to turn the idle air screw around 1/4 to 1/2 turn counter clockwise to compensate for the extra fuel. It is going to take a bit of adjustment to get it right on the money.

Don't fool yourself. The O2 sensor will not compensate for the extra air flow of a supercharger. It only operates in a pretty narrow range. I can guarantee that you will need to adjust the EHA if you are pushing 4 to 5 psi. Have you measured the boost inside the intake yet?

Get on a dyno and buy an hour or two of time so you can properly tune the engine. You will want to adjust the EHA vale to maximize your hp. Make sure the dyno is equipped with an O2 sensor so you can look at your air/fuel curves.

benzito190 · #12 01-31-2005, 08:37 PM

I've attached some photos of the setup as it sits right now, sorry about the crap wal mart cam quality, but it's all I have right now, plus I need to finish up on cosmetics and fine tuning

benzito190 · #13 01-31-2005, 08:54 PM

PS, thanks for the advice on the eha adjustment, sounds like that should help a bit.

Ashman · #14 01-31-2005, 11:23 PM

looks pretty good.

That would be a nice project on my M104...

Alon

rammbs · #15 01-31-2005, 11:41 PM

wow! very nice project! congrats!!!