Turbo install on my 300E - Page 15 - PeachParts Mercedes-Benz Forum

dkveuro · #**211** 05-10-2005, 10:03 AM

Quote:

Originally Posted by 300EVIL

Woah There Bill Nye,
I may not understand the Diesel combustion process to a science. However I am still right and explained the whole situation in less words. Less air, less exaust,,, whatever. Gas big turbo, Diesel small turbo. End of story...

Okay, just so you can save face,

the different sizes of turbo and camshaft effect the consumed air volume( dynamically.)
.....HOWEVER....cc for cc, each engine, as far as the laws of physics are concerned , are, identical.....so there !

Gen3Benz · #**212** 05-29-2005, 07:02 PM

yikes! thread is 3 years old.

300evil.......I saw that you are using a t04e with a t3 turbine housing
saw your intercooler plans(sweet!)
saw the prepared connecting rods

I did not see the turbo manifold, which page(if any) of this thread is it on?
also, intake manifold, forgive me ill keep searching
monster project for sure.

300EVIL · #**213** 06-08-2005, 11:40 PM

Hi Gen3Benz,
I finally have the CIS to EFI intake manifold done. I will post pics soon. As for the turbo exhaust manifold, the guy I originally gave the order to (who supposedly made headers for Renntech??) turned out to be a looser and never made anything except for excuses. However, I found a new guy in Canada that makes custom turbo manifolds for NHRA sport compact racing and he is going to make me an awesome set in the next couple of weeks.

300EVIL · #**214** 06-09-2005, 01:13 AM

More pics for your enjoyment!

Here are my custom pistons. Although these pistons were designed for lower compression to adapt to the high boost pressures, they will still maintain good below-boost torque. They are also 60 grams a piece lighter than the stock pistons and will handle more power. The new wrist pins are a couple grams heavier than the stock ones but they are longer, thinner and stronger. Extra pin length makes the piston to rod connection more rigid. There is also oil wells drilled in the pin bores that are connected to the bottom ring groove, way cool! These pins are definitely going to float nice with all the extra oiling.

300EVIL · #**215** 06-09-2005, 01:39 AM

Here are some pics of the stock CIS manifold converted to EFI! All the bungs and mounts were professionally TIG welded. The throttle body was adapted with a Ford TPS. It looks good but I'm probably going to go with a different TB instead because the opening direction has been changed. The other pics are my new fuel injectors. These suckers are no ordinary injectors. They are the same Delphi injectors that have been used by every Indy500 competitor since 1989! These particular injectors squirt out at a 55LB/HR rate, notice the 6 orifice nozzles. I also chose these injectors because of the narrow spray pattern compared to the 45-degree spray of the ordinary Bosch units. Perfect for the long bores where the CIS injectors used to be. Great atomization too!!

300EVIL · #**216** 06-09-2005, 01:46 AM

Here are some better pics of the custom stainless steel valves as well. You can really see the stem profile differense in these photos.

am3037 · #**217** 06-18-2005, 02:00 AM

The Delco TPS is one that i've always used when converting/changing TB's. Its really tunable, has a very long life compared to schitty bosch ones and is manouverable.

Dude, that intake sure looks sweet as! the inj. bosses and rail are very nice indeed, good to see a great idea being handled with great skill.

Just out of curiosity, did you ever consider the size of the plenum? it does look small being factory of course, and here in Oz, many an engineer simply fabricates a new, butchers off the existing one, and puts the TB plate in a more suitable location? Just wondering if you had considered this, having seen the amount of effort put in so far.

Top Job,

Cheers,
Aaron (Darwin NT, Australia.)

wbain5280 · #**218** 06-18-2005, 04:36 AM

Quote:

Originally Posted by am3037

Just out of curiosity, did you ever consider the size of the plenum? it does look small being factory of course, and here in Oz, many an engineer simply fabricates a new, butchers off the existing one, and puts the TB plate in a more suitable location? Just wondering if you had considered this, having seen the amount of effort put in so far.

Top Job,

Cheers,
Aaron (Darwin NT, Australia.)

With a turbocharged engine you don't really need a large plenum. The air is compressed by the turbo and rammed into the engine.

need2speed · #**219** 06-20-2005, 11:09 AM

Quote:

Originally Posted by 300EVIL

Hi Gen3Benz,
However, I found a new guy in Canada that makes custom turbo manifolds for NHRA sport compact racing and he is going to make me an awesome set in the next couple of weeks.

Do you mind telling us who? I still have dreams of a turbo M119

JayRash · #**220** 06-20-2005, 02:26 PM

hi every one, i do have a complete twin turbo kit (exhaust manifolds, 2 KKK turbos, Intercooler, hoses,...) for the M103 engine. The kit is designed to run at 0.42 bar pressure, Moselman the manufacturer claims it will increase power output to 290Bhp, the turbo spools at 1800rpms and is capable to deliver 0.42bar all the way to 5500rpms. My E300 has both computers timing and injection each fitted with a dial that lets me choose for example how much timing advance or retard I want, same thing for fuel delivery (they are not the same dials of R16 & R17 resistors, those are still there). Any ways the only reason I have not installed the system is because I am not sure how the Auto gearbox will behave since those boxes do need vacuum at least on part throttle to know when to shift up or down. Let alone that many other functions of a Mercedes car like mine use vacuum to run. The head lamp height adjusters or the A/C ducts switch gear and the central locking I guess. Any one have any ideas for me? I was thinking of converting to a dog leg 5 speed manual of the E300-24, but I would rather have an auto.

super SEC · #**221** 06-21-2005, 09:12 PM

Quote:

Any ways the only reason I have not installed the system is because I am not sure how the Auto gearbox will behave since those boxes do need vacuum at least on part throttle to know when to shift up or down. Let alone that many other functions of a Mercedes car like mine use vacuum to run.

A vacuum operated blow-off valve before the MAF will take care of any auto tranny shifting issues. The BOV will eliminate the pressure on the system unless you are at WOT and then it doesn't matter.

300EVIL · #**222** 06-22-2005, 04:20 PM

Quote:

Originally Posted by super SEC

A vacuum operated blow-off valve before the MAF will take care of any auto tranny shifting issues. The BOV will eliminate the pressure on the system unless you are at WOT and then it doesn't matter.

Or just use this....

super SEC · #**223** 06-22-2005, 07:06 PM

The BOV will also help your turbo or supercharger live a longer life. Without a BOV, the pressure created from the throttle closing sends a shockwave all the way back to the compressor blade and over time can lead to failure and or reduced longevity of the blower or turbo. Do the right thing and install a BOV.

JayRash · #**224** 06-23-2005, 02:58 AM

I know i have to install a BOV even if it doesn't help the gearbox. But i really am not that eager to turbo charge my car, i don't like how turbo deliver power. I know many of you disagree. what i am thinking of doing is preparing a very powerful naturally aspirated 3.4l 24 valve engine based on the 3.0 24 one, the reason: well the main crank on this engine is only 80.25 mm good for high revs.
Here is the plan, i have a C36 amg head (engine head with cams and the lot)
Then i will by an e300-24 block machine it so as to fit some very light weight pistons of the same size of those of the c36 engine, along with light weight con rods. This will give me a 3.4 capacity, and the least 7700 rev limit.
By the way 300EVIL have you tried retarding the exhaust camshaft on your E500 and E320? it is easy all you have to do is(with main crank set to zero marker) take out the cams sprocket gear and refit one pin forward ie in direction of engine turning, now when you reset the cam gear to its marker the cam it self will be retarded, it will give you top end power and free revving engine. I did this to my m110 e280ce and the top speed of my car jumped from 200kph (124mph) to 230kph (143mph) at 7100rev cut out, and the power from 5000 to 7000 was incredible. just try it man and let me know.

am3037 · #**225** 06-23-2005, 08:05 AM

Quote:

Originally Posted by wbain5280

With a turbocharged engine you don't really need a large plenum. The air is compressed by the turbo and rammed into the engine.

ahh, yeah you do, if you want the most HP, and considering the amount of effort ( custom valves??) i.e. forged pistonis/ prepped rods and EFI, it would definately be a wise idea. How many stock manifolds do you see on high HP turbo cars? Drifters etc..