uh... Last I checked the M103 engine in an 87 300e had an IRON block... not an aluminum block w/ plated cylinder walls... 2. The Block is NOT sleeved unless it was done aftermarket (unlikely). 3. if the Total Seal rings scored your cylinder walls-- its likely that during install they were possibly chipped, missized, or maaaaybe if they were chrome rings (very hard) they were incompatible w/ the plated cyl walls in that other guys aluminum engine(not adams car).
As for the V8-Eclasses... one can be had w/ relatively low miles for less than 15K at the auction (W210s) even if you end up modifying it-- its got way more potential (more cubic inches, more valves, more space for bigger rear tires, and no 2nd gear start to contend with) Good luck w/ that 500E idea though.. that'd be pretty cool

The engine in my Porsche 928 is exactly like the engines in the aluminum V8 Mercedes engines that use the silica impregnated aluminum. For more information on boring/replacing cylinder liners, and rings for your V8 or V12 Mercedes, Porsche or BMW engine: http://www.msi-motor-service.com/download/broschueren/alu_en.pdf

Hey Everyone,
Well, the donor car is finally in the garage and is disassembled. The engine block along with crank and rods are going in to be hot tanked and magnafluxed. I have been doing a lot of research and now I have decided to go with a completely blueprinted engine with all the bells and whistles. I'm going to use the TEC3 injection system and have decided to lower the compression. With the way things are going, I suspect the engine will be ready to install in about 4 months.
What I need to do right now is get some suggestions on compression ratios. I plan on using a T3/T4 hybrid turbo running about 14psi, maybe more! I am going to have JE Pistons custom make me a set of pistons but I'm not sure what compression ratio to go with.
I would like plenty of streetable boost without any detonation problems. of course the EFI system will help a lot in controlling this problem apposed to the original CIS. However, I would still like good low-end torque so, I am stuck somewhere in between 8.0:1 and 8.5:1. Any suggestion on this matter would be greatly appreciated.
If your out there Speedtek, I am ready to purchase that turbo head gasket if you have them for sale. And of course any of your knowledge will also be appreciated.
Thanks Guys!
Adam

Adam- how about twin-turbos with sequential engagement that. That way you have low-end boost/torque, and then have the second one come in for high-end boost.

Did you read the article on the twin-turbo C36/M104 engine? I would that many of the issues here would pertain to your setup.

Check it out here:

http://www.silcom.com/~neilv/C36turbo

:-) neil
1988 360TE AMG
1993 500E

ke6dcj,
Thanks for the article, Thats one I'll add to the collection! I would like to go with a twin turbo setup but I am pretty much stuck on the single turbo due to the manifold configuration I am looking at and the fact that two turbos cost twice the amount of one.
What I plan to do is getting everything running great with a remanufactured turbo and then going with a nice new ball bearing turbo with an external wastegate in a year or two. This will help me get better low end torque. Thanks for your help and suggestions.
Adam

Where did it go!?!?

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Oh, there it is! Well, the engine is out and being torn to pieces. I'm going to be getting the block hot tanked, inspected and magnafluxed on monday. I hope everythings all good! Wish me luck!

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Adam, would it not be easier to install a supercharger on this engine versus the turbo?

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Jim

Hi engatwork,
I don't think it would be any easier. Both systems have thier pros and cons. I Personally like going turbo because of the wide spectrum of turbines, compressors, and housings to tweak my system to optimum performance.
Adam

You can always tell the people that mess with race cars because they take the whole front end off of the car to pull the engine.

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Jim

Hi engatwork,
The easier the better I always say!! Three minuites with the sawzall probobly saved me hours of tinkering to properly pull the block. But seriously, this bag-o-bolts is heading for the scrap yard when I'm done removing any good parts. I would never slice and dice my good 300E like that. Let me know if you need any parts. The interior is in very good condition.
Adam

Hi Everyone!
Well, so far so good. After completely stripping the donor car M103 I have gained an extra appreciation for Mercedes. These engines are GREAT! I have showed the parts to many engine gurus and they are all impressed with the engineering and quality. After 280,000 miles this engine looks as good as new inside. The crosshatch is still visible in the cylinders, the cam and rockers look brand new, the crank is straight and shinny and every critical part passed inspection with flying colors. the only noticeable wear was a few marks on the piston skirts and lower cam journals. The valve guides were not toast but they did need to be replaced. The cylinders will just need a good honing and they will be perfect.
Now that I have the block and head back from the machine shop. I will be doing the final touches such as deburring thread chasing and cleaning before I have the cylinders honed in prep for final assembly. The head will also be cleaned up. I plan on porting and polishing the exhaust side and just cleaning up the intake side.
Over the past month I have gathered data on getting many custom parts made such as stainless steel valves, lower compression pistons and high rate valve springs. I am currently having Elgin cams refresh and grind my cam for a turbo application. MRP will be supplying me with a custom turbo manifold as well.
So far everything is going as planned.
However, I do have one predicament. I need to figure out what turbo will best fit my needs. I have to admit, when it comes to math, I am not the best. I am going to use the T3/T04E hybrid turbo configuration with my M103 but, I'm not sure about all of the A/R and trim configurations. Of course perfect is never going to happen but I would like to get the best match possible.
Any information or suggestions on T3/T04E turbo parameters would be greatly appreciated.
Thanks!
Adam

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Current Stable:
01 ML55 AMG
92 500E (a few mods)
87 300E (lots of mods)
00 Chevy 3500HD Diesel Box Truck
68 18' Donzi Marine
06 GT i-Drive7 1.0 Mountain Bike (with GPS!)

PREVIOUSLY OWNED:83 300SD, 87 420SEL, 88 420SEL, 90 420SEL, 86 560SEL, 86 190E 2.3-16V AMG, 94 E320

I would like the front spindles for my track car 190. Email me drmspce@aol.com

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and all of the sudden..... everything just started commin' apart !!!

Wow Adam,

You're really going all out. All I can say is that I'm probably almost excited as you are to see the outcome of this

Good to see that you're taking the extra steps to do the job right the first time. I'd like to see what kind of numbers you come up with on this thing. Have you decided on how much boost you are going to run?

Man, now if only you had that rare 5 speed to go with it...

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-Kevin

i forgot how much boost you said you were going for, but if your just going for 7-12 psi, 9.0:1 compression is fine. 8.5 is fine too. I wouldnt do anything below that unless your planning on running 22-25 psi. Remember, the higher boost you run, the better the intercooler decreses intake temp. A air to water can take that temp down by 3 times in ideal conditions. I realy dont think you need to go with a t3/t4 hybrid. You can easily get 400hp out of one but that isnt what your going for. I say go with a smaller mitsu turbo. Cheaper, and perfect for ur app

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1993 400e
Charlotte