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So I did some more testing and I'm posting these photos regarding more advancement of the camshaft for the m103. The following photos show the max that the camshaft can advance with the crankshaft at TDC position without any piston to valve interference. There is probably a slight bit more advance to be had since I am testing this without a head gasket. Of course certain factors may play a role in each individual case, like whether or not your head has been resurfaced, etc. But for the most part I have set the crankshaft at the absolute TDC and I would slightly rotate the cam until I got contact between cylinder 1 & 6 piston, with their respective exhaust valves. There is ZERO measurement or calculations on the amount of advance this is since I do not have the proper equipment to verify to what degree advance I am at. Frank Reiner seems to believe that I have advanced my cam anywhere from 18-20 degrees. I think that is an extreme amount, but I couldn't tell you exactly what it is since I am only going based on what physically works. My current situation seems to be consistent with what I experienced when I first made the change and has not deviated: at a fraction of the pedal deflection of what I previously had, the car will accelerate a lot faster. This isn't like the R16 resistor "mod" either, this is something you can actually see on the speedometer and feel. I did notice that I could previously get away with running 89 octane with zero pinging, but now the car definitely pings, especially when taking off from a stop or idle. I may have lost a bit of mpg, before I was at about 20.4 mpg running 89 octane, now at 91 octane I'm at about 19.7 mpg, but that was only on 1 full tank. I will monitor a bit more. I hope this info is useful.
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1990 190E 3.0L
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