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#16
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Yes the m119 will fit with some rearranging of the chassis rails or oil filter housing. He went crazy with the steering rack and subframe hacking. As far as the c107 I really don't know. The thing is I don't think lemons rules allows for the cage to extend up into the engine compartment past the firewall. Plus I need 4 other drivers that aren't going to put my car in the wall and 325 hp won't help that. Also would need a m119.960 tall deck to run cis and a single distributor. Can't run a megasquirt or haltech in lemons without mega penalty laps. If I can find cheap euro cams and maybe build or find some headers to get up in the 220 hp range it will be plenty. The m110 4 speed can handle tons of power. A guy I know and have talked to has a turbo m110 in w123 that puts 380hp to the wheels at .8 bar which is like 12.x psi and is still fine. Plus he says he has ran 1.2 bar but never on the dyno. My fintail will be running an m110 and a turbo eventually I hope. The m110 and the m116 v8 plus the 4/5 cylinder diesel 4speeds are almost identical and will all bolt to the same bellhousing. The v8 input shaft is slightly different though. I haven't measured them against each other yet though.
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#17
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Thanks. |
#18
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I'll try to find it. He used four t pipes and two 90 degree bends on the ends then had the mounting flange for the turbo where he needed it.
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#19
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Here it is. And I was wrong before. .6 BAR made 382 hp. He says it ran safely up to 1.5 BAR on stock internals. 1 BAR is 14.7 psi. The one pic a screen capture from our conversation.
Project W123 M110 Supercharger/Turbo | Mercedes-Benz turbo |
#20
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It's only letting me put one pic up a a time.
But try to keep this thread on m117/c107 upgrades for my race car please. I would love to see a thread on your m110 project as I will be doing one also. |
#21
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since someone linked to mbturbo.com and are talking turbos in a 107, and mentions the 5.6 liter v8, another friend had a c107 with the 5.6 from a 560SE,
he got 730whp in that beast with two larger turbos, you could ofc just put one on there to, and get plenty of power. he did that on stock internals. althou i think he thought about going for the cams from a 380SE since they had better lift/duration or something like that. 450SLC 5.6 TT in 80km/h 3rd gear | Mercedes-Benz turbo
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---------------------------- daily: w123 om602turbo 5speed 200whp, w115 240d 3.07 differential mbturbo.com turbo diesels+gassers in oldtimers/classics Last edited by swampmonkey; 08-22-2016 at 02:31 PM. |
#22
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I've been posting under "some actual progress" on here. A couple of things that might help, after boring, I replaced the Euro pistons with US, first oversize spec, for the lower C/R. A friend who builds racing engines, sourced a set of rings from someone he knows, was $240 for the set of 6, 3 years ago. Let me know if your interested. Also, at least on mine, the exhaust valve closes befor the intake opens, no overlap. Perfect for forced induction even if stupid for normally aspirated. Please feel free to respond on my thread. Last edited by jdhill; 08-23-2016 at 01:50 PM. Reason: ADD |
#23
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Quote"
he did that on stock internals. althou i think he thought about going for the cams from a 380SE since they had better lift/duration or something like that. " Probably to reduce overlap which is bad for forced induction. Are you using US spec cams? |
#24
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Back on track here.
Has any one ever compared a v8 and 6cyl/240d ect. Slave cylinder? They look identical but one is 100$ more. Guess which one? |
#25
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JD- I've been taking a break from my Benz and have been messing around with my toyota pickup. Anyways, a friend sold me a custom turbo manifold made from a header flange and the steel elbos and tees. If you'd like me to post pics of this setup, let me know (and in which thread)It's super strong and hopefully makes power. Looks simple to fabricate.
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#26
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#27
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Yes. It originally had #57 and #25, replaced with Fed spec # 30 and 33. C/R
went from 9.1 to 8.1 with the US pistons. Sorry, just realized that wasn't addressed to me. Last edited by jdhill; 08-24-2016 at 12:33 PM. Reason: ADD |
#28
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Indeed, using an SL oil pan or adapting an M117 one would have made his life easier. |
#29
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1978 450SLC Super beater/lemons race car
Quote:
That's right (I think). Rwd4evr keeps telling me which m119 is. Low deck vs high deck, and I just listen. I have an 1992 500sl, and pod for a $500 1995 sl500 carcass that was half parted by Used Auto Services, but still had a starter, good exhaust, and the m119 engine series that rwd4evr had taken an interest in. He was nice enough to hop in my truck for a 2+ hour drive each way with SheppyMach's dolly on the back and drag that peach home in exchange for getting what's left after I got what I needed off it (just an exhaust and starter at the time). Unfortunately the exhaust was soaked with oil and the car hadn't been on the road since 2010. And I think the trans burnt up on the drag home if it wasn't already. So, right now it's nothing more than a test fit housing and an oil pan (in case we get a w140 m119). Rwd4ever said that the k-jet fuel distributors from our two 560sl parts cars might fit on an r129 m119, which would be really really nice if it would even do that on a non-k-jet model. I think both rwd4evr and I have started really liking the k-jet setup for these junker cars because of their simplicity and lack of the computers. (And I spent a year prior wasting my life trying to get a non-running dual-carb 1970 250c running. I ain't never going back to a non-running carbed car. No thanks. Screw that!) Anyway, we've got some good junk in his warehouse, and as long as we can continue to make the rent selling off junk, we should keep these projects running slowly in our spare time. I've been able to make some minor progress on two of my four non-warehouse cars over the past few weeks (1992 500sl and 1985 280sl 5-Speed). I just have to keep him from wasting his life trying to make a 90,000 mile w124 wagon run reliably. That thing has been his plague! Anyone want a running 1989 300te w 90,000 miles? I think the return line is clogged and eating his fuel pumps. I think that for all these project cars he's been able to make run with a k-jet fuel pump and n IV bottle hung from the hood need a good "process" to follow once he gets them to that point. The fuel tanks are all varnished, and the supply and return fuel lines are usually going to be semi-clogged. That's going to be the case on the stock shift slc too. Is there a good process anyone has come up with to clean out the fuel lines? Maybe bypass the fuel distributor and run the pump back to the tank for 24 hours or something like that?
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Past mb: '73 450sl, '81 280slc stick, '71 250, '72 250c, '70 250c, '79 280sl, '73 450sl, parted: '75 240d stick, '69 280s, '73 450slc, '72 450sl, Last edited by fonzi; 08-24-2016 at 11:34 PM. |
#30
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Don't bring up that ****ing wagon on my race car thread!!! its parts car now. electrical gremlins bla bla bla. magic dead battery now with nothing on. it does drive in and out of the shop beautifully when it starts. run great for about 57.5 feet at full throttle too. 116000 mile m103 for sale! very nice seats and dash too. Now i wanna go run the return line back into the filler neck to prove thats not it. Maybe is got some throttle feedback in the ignition? whatever. never buy a post 85 mercedes!!! unless its for parts. now im gonna go clean my slc tank and change the ball joint on my one drivable car,A ****ing subaru i got for free.
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