Adding a supercharger to a 2.3-16
 

I am looking for advice, help, condolences whatever on my efforts to supercharge my 1997 190E 2.3-16. I am heading in the supercharger direction because I wanted to improve bottom end torque more than top end horsepower. I have acquired a supercharger off of a 1999 SLK 230 kompressor and am now in the process of trying to figure how to install it and the other components necessary to make it work effectively.

From my reading, I need a by-pass valve. The original bypass valve was computer controlled, I am looking for a vacuum controlled valve.

One of my concerns is about the fuel injection system. Does it need to be modified? I believe Clinton (I think) posted that he installed a Mosselman unit to his computer. I have not been able to find any information on this unit, is it needed? Where is it available?

Has anyone already installed an Eaton supercharger on a 190E?

Jim,
I've been thinking along the same lines lately. I believe the stock FI system should be sufficient as long as a method to enrich the fuel mixture can be developed. The Mosselman setup ties into the EHA circuit which seems like a good way to do it. I wonder if Mosselman will sell their 'black box' separately? That alone would make the job much easier!

I've been researching superchargers and what I think will work best. Regarding the SLK s/c...have you decided where you are going to mount it? Without taking any measurements, I think it's too large physically to fit comfortably. I'm currently looking at the IHI unit from the Mazda Millenia S but it seems rather long. Another possibility is the unit from the Toyota Previa S/C minivan. Both of these are intriguing because they have engines with about the same displacement as the 16V. Another possibility is a centrifugal s/c but I don't know too much about those yet.

Anyway, lets keep in touch on this.

Glen

Glen ... I think that size wise, it will fit. It will be tight and I will need to do a little fabricating on the input duct and maybe the output duct. I bought the unit off of eBay and it came with the "stock" input and output ducts. If I utilize one belt for the supercharger and the accessories, I will only have about two inches from the blower to the engine mount for an intake duct. If I move it forward and utilize a second belt, the "stock" output duct runs into the radiator. The other issue is the location and shape of the air cleaner and by-pass valve plumbing. Both need to squeze by the alternator. It will be a couple of weeks before I can actually stuff it into the space to get accurate measurements.

I bought this blower because it is an Eaton Model 45 and I thought that suppliers would have various "universal" parts for it. As I am finding, there are only specialized kits available so it will be more of a "make it yourself" project than the "bolt on" job that I was hoping for. At lease it came with the stock Mercedes pulley, input and output ducts as starting points.

I'll post progress when I make some.

Blair added a supercharger to his 190E 8V. http://members.optushome.com.au/blairc/

He might be able to give you tips on fitment, etc.

Hope this helps!

Thanks Dan. I've seen Blair's website, his car is very impressive :cool:
From the pictures it looks like he's using some sort of centrifugal supercharger. But, he also completely redesigned his fuel injection system and I don't want to do that.

I have seen pictures of Blair's car on the 190E Revolution site. It is beautiful. As an eight valve, he had more room around the exhaust manifold and had the luxury of routing the air duct over the engine. I seem to recall another picture of his car somewhere where the supercharger itself was pictured. It looked like a Vortec centrifugal unit. ( http://mb190.tripod.com/ go to readers rides, Blair's 2.4-8v Supercharged)

I plan to run the duct under the front beside the sway bar and up behind the oil cooler near where the current air cleaner is located. I am still trying to figure out the exact location of the supercharger itself and the modifications to the input and output ducts that will be required. I am also looking at locating the air cleaner in the window washer reservoir space and connecting the by-pass valve to the air cleaner.

Jim,
Just curious...do you plan to use an intercooler? How about fuel enrichment?

Glen .. I am currently not planning on an intercooler. According to the graphs on the Eaton site [URL=http://www.eaton.com/supercharger/M45.html[/URL] a 5-psi boost would only result in a 80 degree F increase in temperature. I will have some room under the radiator for an intercooler but I doubt that an intercooler would be necessary at 5-psi boost.

Whenever I get the unit installed and running, I'll evaluate the need for changes to the fuel system or an intercooler. The by-pass valve is the only item that I know I will need and I am including it in the initial installation.

Fuel enrichment
 

Here's a possible solution for fuel enrichment...
http://www.autotech.com/fuelcomp.htm

Disclaimer: I found this site while searching on the net. I have no previous experience with either the company or the product.

Glen,
I think that this "box" does almost exactly what the computer that comes with the mosselman turbo kit does. I know that it connects to the EHA as well. You're right, this should be all that's neccessary to run a low-boost blower on a 16V.
Jim, if you decide to go with this unit, please let us know how it goes. BTW, how are you coming along with the mounting of the supercharger?

Later!

Dan,
I was thinking the same thing :)
I think Clinton said the Mosselman unit had a vacuum connection as well, presumably to only enrich during boost conditions. Either way, at least there's an off the shelf product that may work!

Dan .. As I mentioned, I will be too busy to do much for a month or so. Driving up to New England for a rallye this weekend and I have my 190SL in the body shop. My first step will be to verify where it will fit and whether I will need to use a second belt for it. It looks like I will need to drop my sway bar to locate the supercharger above it. Everything takes time and my plate is currently full. I will post progress as it occurs.

Thanks for the link on the fuel enrichment item. That is way down the line but I keep every interesting link and suggestion.

Jim,
Just wondering if you've made any progress...
Have you decided on a dedicated belt vs. using a single, longer belt to drive the s/c? If using a dedicated belt, what pulley is available and how will it attach to the stock crank pulley?

Glen:

Have I sent you this address yet?

KLEEMANN USA Inc.
29 West Cimarron Street
Colorado Springs
CO USA 80903

TEL.: +1 719 473 6441
FAX: +1 719 448 0715

Kleeman has redone their web site, and is offering springs, brakes, wheels, as well as 2 different superchargers for 4 cyl MBs. It looks like the new site is flash based, with some missing items/broken links.

http://www.kleemann.dk/

Jim Villers:

I would have thought you would look for an Amherst Villers unit ;)

http://www.ridgwaynet.com/reviewpine5.html

John .... A very interesting reference to the "Amherst Villers" supercharger. I had never heard of them and would have ordered one if I could fid a web page or source for them (Ha).

Just a note on progress. I bought a spare exhaust header and had the tube for the second cylinder rerouted under the tube for the first cylinder. That frees up significant space behind the generator for the input duct to the supercharger. If my manifold gaskets arrive today, I will install the manifold this weekend.

After the manifold is installed, I should be able to try fitting the unit to determine its final position. At the moment, I am leaning toward utilizing a second crank pulley and using a SLK mounting bracket for the compressor and the generator. The price for the bracket, idler pulley and tensioner is about $300 and would make a clean installation. It would also allow me to adjust the crank pulley size to adjust boost.

I am still looking for an "inexpensive" vacuum controlled bypass valve that could also be adjustable as a blow off valve. Anyone have any good sources or ideas?

Jim:
Rerouting the #2 header tube makes sense. Did you have to move the oil dipstick tube as well? I contacted Autotech about the KE Power Module, but being VW tuners they don't know if it'll work on our MBs. Theoretically it should work fine, but I guess we won't know until one of us gets to that point :cool:

I'll do some reasearch on the bypass valve. Do you intend to vent to atmosphere or reroute back to the s/c intake? :confused:

John:
Yes, you did send me the Kleeman link...thanks! However, at this point, I've decided to design and build a custom s/c setup. Don't worry, I'll take you for a ride when it's all done! :D

Glen ... I plan to vent the bypass into the air cleaner or the plumbing somewhere. I won't know about the need to move the dipstick until I try to install the manifold.

I did learn a lot about wheels and lug bolts this week. I got a set of SLK wheels (16x7) and first found out that 225/45/16 tires will not fit on a 7-inch rim. I also found out that 20mm lug bolts were too short and that the 190E bolts were too long for the rear wheels. They hit the parking brake inside the little drum. I ended up cutting down the 190E bolts for the rear and extending the threads about a quarter of an inch past the old shoulder for all of the bolts.

NO Kleeman!!!! Glen, now you are going to have to do better than taking me for a ride in the finished product. It looks like I am going to have to do a custom install on the C as well. :(

If it will fit on your 190E, maybe it will work in Leise's C230 (If not, I have lots of room under the hood of my 300E, and a nice blank spot on the rear deck for 300SSK lettering - '300 Sport Suspension Kompressor', not Kurz);)

bypass valve...
 

Jim:
Here's a link to a Saab turbo site...the stock bypass valve on this car looks promissing:
http://quasimotors.gar.net/hooter.htm

And here's a link to a new one being offered on eBay...starting bid is only $25:
http://cgi.ebay.com/ebaymotors/aw-cgi/ebayISAPI.dll?ViewItem&item=596311074&r=0&t=0

John:
I don't think it's worth s/c'ing the C...if only because the factory did a better job than we could ever hope to accomplish...at least at a cost that would make sense.

But the 300E...that's another story :)

Glen ..... I bought one of the bypass valves off of eBay and will use it if I can't find something better. I has only a one inch passage verses the 1.5-2.0 on the blower manifold. The blow-off pressure is neither known nor adjustable. I have found some Mondo or Vortec bolt on valves for $190-230 or so. My most promising source is Magnuson Products http://www.magnusonproducts.com/

As I said, I am still looking.

I'm not sure why a 1 inch passage is too small or so bad. My understanding is that it's primary mission is to prevent a reverse pressure wave from hitting the s/c or turbo when the throttle slams shut. In a turbo app. it reduces lag, in a s/c app. it makes the system more efficient by reducing/eliminating drag on the s/c. At cruise (high vacuum) it should bleed excess air to the atmosphere or back to the s/c inlet.

In any case, with the correct pulleys, ie. low boost potential, a one inch passage should be plenty. Maybe I'm missing something???

Some good books on turbo/supercharging
 

Robert Bentley publishers, http://www.bentleypublishers.com/, has been publishing Corky Bell's how-to book on turbocharging, titled "Maximum Boost," for several years. They are about to publish Bell's book on supercharging, called "Supercharged!" Check their web site for details. Both these books should be a great help for any forced induction project.

Thanks for the tip, Leroy. I'll have to look for that new book!

Glen ... There is a difference between a turbo and a supercharger. A supercharger is a positive displacement pump that pumps a fixed volume of air at a specific speed. At 5000 RPM, the supercharger will pump 270 cubic feet of air per minute whether the throttle is open or shut. The bypass valve must pass at least this volume or the pressure will skyrocket. The SLK has a 2-inch bypass valve.

Concerning progress, I installed the modified manifold this weekend and did some trial fitting. It is a tight fit but it will fit. I must utilize a second crank pulley and manufacture a custom bracket to support the supercharger under the alternator and above the sway bar. I made a cardboard template for the mounting plate that will be bolted onto the block and have a rough idea for the remainder of the bracket. My next step is to get a crank pulley manufactured and figure out what type of belt tensioner I can find. Progress is slow but it is at least progress.

I took a number of pictures showing the manifold and the positioning of the supercharger. I will put them up in on the web when they are developed.

Roots vs. centrifugal
 

Jim,
Ah, now I understand :)
Maybe you can use two Bosch units in parallel? It certainly makes sense from a cost standpoint.

Looking forward to seeing those pictures :cool:

I started a new thread under the "Performance Paddock" section. I thought that this project really belonged there. I now have pictures and the link is on the new thread.