Went to the PnP yesterday to take advantage of the semi-annual 50% off sale
and came home, totally unplanned, with the Kompressor off an M271. It's in perfect condition, no cracks or chips no radial or end play in the vanes, so the new plan is drop the idea of a Turbo on the M110 and adapt the K. Anyone else done this?? Any hints or comments appreciated.

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Sorry to say but that is way to small to do much of anything on your engine. I played with the ones from the m111 engines years ago and had to overdrive the daylights out of it to get any boost. Those are even smaller. You would be lucky to get 1-2 lbs of boost out of it.

Thanks for the info, not looking for massive HP increases. Specs say it extracted 220HP from 1.8L should help my 2.8+. Looking for passing and freeway on-ramp boost plus the fun of doing it. Plan to post progress here for
any comments or tips which are appreciated.

There are a few videos on you tube showing what other people have done with similar bits of kit. I think most people move on to turbos though.

Still I'm interested in seeing how you get on with it. Good luck.

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1992 W201 190E 1.8 171,000 km - Daily driver
1981 W123 300D ~ 100,000 miles / 160,000 km - project car stripped to the bone
1965 Land Rover Series 2a Station Wagon CIS recovery therapy!
1961 Volvo PV544 Bare metal rat rod-ish thing

I'm here to chat about cars and to help others - I'm not here "to always be right" like an internet warrior



Don't leave that there - I'll take it to bits!

A Turbo was my first plan till I realized a decent setup would be $1500-2000.
I have $70 invested in this Kompressor, hope to bring it all in for under $500.
We'll be brainstorming all weekend and probably have some (or a lot) of questions Monday. First obvious thing, the Merc throttle body has to go, have no desire to mess with drive by wire.

There's this chap over on BW

My 190 1.8 TURBO - Mercedes-Benz Forum

Who started off using the standard CIS system - apparently it will catch up and adjust the fuel for the extra air automatically...

...in other words I wouldn't be in too much of a hurry to junk the original system if you just want to see how it goes.

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1992 W201 190E 1.8 171,000 km - Daily driver
1981 W123 300D ~ 100,000 miles / 160,000 km - project car stripped to the bone
1965 Land Rover Series 2a Station Wagon CIS recovery therapy!
1961 Volvo PV544 Bare metal rat rod-ish thing

I'm here to chat about cars and to help others - I'm not here "to always be right" like an internet warrior



Don't leave that there - I'll take it to bits!

Plan is to use the existing D-Jet intake and just adapt the Kompressor. Have been posting a more detailed account on the Benzworld.org, R107 forum but I think there are more open minded folks here as far as mods are concerned, and more knowledgeable.

Link?

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1992 W201 190E 1.8 171,000 km - Daily driver
1981 W123 300D ~ 100,000 miles / 160,000 km - project car stripped to the bone
1965 Land Rover Series 2a Station Wagon CIS recovery therapy!
1961 Volvo PV544 Bare metal rat rod-ish thing

I'm here to chat about cars and to help others - I'm not here "to always be right" like an internet warrior



Don't leave that there - I'll take it to bits!

New directions. - Mercedes-Benz Forum this forum has also been a big help The Complete M271 Engine thread. ( Revised and Updated ) - MBClub UK - Bringing together Mercedes Enthusiasts

So, as threatened, after a weekend of internet surfing I'm back with more thoughts and questions. 1) I understand why folks say to ignore the M45 and go to the M62 but the M45 was designed to mount on, and parallel to, the side of an inline engine like my M110. The 62 and up's were meant to be mounted to the top of a V engine. I think it would be a nightmare to adapt. 2) The M110 at 5K engine RPM and 80% efficiency needs 197CFM. The M45 does 300CFM at 6K
engine RPM, hopefully enough to make a noticeable difference. 3) depending on the crank pulley to SC pulley ratio the M45 is capable of an actual max PSI of 8.5 at 14K SC pulley speed, or 260hp. This is all from charts I found online that are supposedly dyno numbers. 4) have a post on the Megasquirt forum about controlling the recirculating valve from my MS2 extra, so far no responses. Could go to plan B which involves removing the recirc. valve and connecting the two SC halves together with an adaptor then adding a BOV before the throttle body. Would make life a lot simpler. On the subject of throttle bodies, a calculator I found says a 2.8L, street engine with 10psi boost needs around a 50mm throttle body valve for all around performance. It adds up, by there calculations, a 5.0 stock mustang needs a 60mm valve,which it what it comes with. So my question is, why did the D-Jet throttle body on my 2.8L M110 have a 67mm valve, or has the thinking changed since 1975?? Should reiterate, all these mods are just for the hell of it. As always all comments gratefully appreciated.

Forgot to post the graphs. Can provide the complete crank pulley to SC pulley
graph if anyone wants it.

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I guess this is progress. Folks at DIY Autotune, MS experts, says the Megasquirt can't control servo motors like the recirc valve so I guess it's on to plan B and a vacuum BOV.

Do you know if it is PWM or a digital servo motor?

There are servo controllers, and if you're really dedicated to the recirc valve you can make something like an Arduino to controll it. They can handle a basic PWM input (using a low pass filter) and drive a servo with it if it's PWM. Digital would require you to know how it's coded.

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1993 190E 2.6 Sportline

It is a throttle actuator. You need a double h bridge motor driver with some complicated logic to run it. At a minimum to just open it and close it you need a pid function for a targeted position for a pwm signal.

I mean...that wouldn't be awful. Do you know the current draw?

I wonder if you could drive it with something like a UDN2916LBT Stepper driver if you made a feedback loop. How is position reported?

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1993 190E 2.6 Sportline