|Topic Review (Newest First)|
|01-16-2014 10:55 AM|
Originally Posted by mclare View Post
A true metallurgist! Do you have his contact information and what does he charge?
|09-08-2010 11:52 PM|
Why dont you guys just buy that Supercharger kit from that Estonian guy? He posted pics and stuff about it a few months ago. He is also selling 5spd conversion kits.
My next MB project will be a M120 swap into a w126 or a m119 into a w201. I'll probably swap all the electronics over as well. I don't think I have Satish's patience to integrate everything.
|03-04-2010 09:44 AM|
Originally Posted by jhodg5ck View Post
|03-04-2010 08:52 AM|
I might add along that thought, that Hartmut commented to me that cast manifolds do/did flow better then the hand made bits.. On the twin cam engines there was a decided power increase once they had cast manifolds available.
I showed the AMG headers to my pipe bender and he wasn't @ all impressed w/ the design..basically stating one could put together a much better flowing set of pipes using what's been learned in the last 20 years.
FWIW, when I endeavored to set out on a header project we were going to use all stainless and the price would have been the same, 2K..
|03-03-2010 11:03 PM|
Originally Posted by 48hp View Post
Besides the OEM cast iron tri-y manifolds are the most efficient, reliable, durable, proven and tested manifold available, period. There is little room for improvement if any at all.
I also realize that they are not available on every street corner. Might I suggest that a set of AMG headers be located and replicate those. They are already designed, tried, tested and also proven. That will cut the cost.
|03-03-2010 02:24 PM|
|03-03-2010 02:11 PM|
The spirit of these cars lies in smooth sustaind high speed crusing not being first off at the lights,lumpy idle and all or nothing power delivery.
If your going to go 3/07 would be better with a manual gearbox with o/d 5th gear.
|03-03-2010 02:04 PM|
Originally Posted by jhodg5ck View Post
|03-03-2010 01:58 PM|
|GGR||Ah, and a taller rear end ratio also make a BIG difference. 3:07 may be the limit if one still wants to cruise at 80 mph on the highway for long hours.|
|03-03-2010 01:49 PM|
One should not focus on power values but on the use he wants to do of the car. Getting 500 hp between 7000 and 7500 rpm, with very little before and blowing everything after may not be a very fun car to drive.
Already, with currently available gas 10:1 CR would be a maximum. May be a bit higher if the fuel and ignition are electonically controlled with knck sensors etc.
Starting with HC engines is a good start. First thing to do is work on the exhaust as an engine cannot gulp more than what it can push out. Here, equal length may ensure best peak power and torque, but within a limited rpm range. It's all based on back pressure and if stock tri-Ys do not all have the same length is not because MB doesn't know how to do them but because they intended not to have all the cylinders deliver peack torque and power at the same time. This plays against overall peak power and torque of the engine but is in favour of a wider torque and power band which adds to driveability and... may help better lap times on a track, as you don't need to play constantly with a 6 manual speed transmission to get the best out of the engine. Good exhaust may help gaining up to 15 hp compared to original tri-Y, but the cost may be some driveability loss.
Next is the camshaft profile. You can also gain say 25 hp there if you are ready to accept a crappy idle and a serious loss of driveability at lower rev.
P&P may help gaining in the range of 10 hp.
Expensie work on the intake side may help you gain say 10 to 15 more hp, but this is not on your list for now.
So, adding all up, we now gain 50 hp, may be 60. Here a fully stand alone fuel and spark management system becomes interesting because it can make you gain between 15 and 20% (in extreme cases) overall. So, (280 + 60) x 1.15 = 375 hp. Also to note that a stand alone system smoothen out low rev problems due to lumpy cams and add efficiency all along the range.
I think here you have alredy reached $8000. If you want more power you will need custom intake manifold and serious work on the lower end to keep up with bigger power at higher rev. And that's quite expensive!
In the end, one should really define the project well. Big power is not always synonymus of most fun on the road, and may even not be the quickest on open roads. A well balanced car with proper compromise between brakes, suspension, tires, transmission and a well sorted engine delivering good power and torque over a wide rpm range is the most enjoyable in my view.
I did not touch on lightening the car, but up to a certain point gainig weight is the cheapest way to increase a car's performance. But it can also become very expensive past a certain point.
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