AMG-Driver

Hi Guys,

I have found a company in Europe, who build Turbo Manifolds for Mercedes 6 Cylinder Engine M104 as a package with various sized Turbos (for example 650-900 HP - per side!) and wastegate.

And this for a very fair price.

What do you think, would they fit on our V12 engine (one per side) and in the engine bay of our M275's?

V12TTenthusiast

Someone should find out. I found a good price on some used black series turbos but I would rather use this setup if it works. Just when I thought my shop time was done with my Coilovers and my built transmission/torque converter lol.

AMG-Driver

Attached you see a picture to get an idea how the manifold and Turbo looks mounted at the Motor.

The Turbo is on a higher Position and they use an air to air intercooler in the front. So the outlet of compressor housing in our cars must go into the other direction, because our IC's and intake are at the back of the engine. And it must clear the downpipe coming out of the Turbo.

But the work from them look fine, so I assume if they are willing, they could develop a custom setup for our cars, if one would send them a stock MB manifold as a starting point and some information how much clearence is in our engine bay.

gwelliott

Have you contacted them and discussed the application? What level of interest (group buy) would they need to pursue the development?

shardul

iTrader: (1)

To make a setup like the inline 6 manifold all the intercooler / intake piping will have to be change. There is no room on the side of the engine to do it. You will have to bring the turbos up or down by the transmission.

AMG-Driver

Shardul, the setup in your picture is what i had in mind to be realistic. Is this on a CL? What gains did you get from this setup, what is your impression of drivability?

By the way the shop car from the inline six Mercedes is really, really impressive.With standalone ECU and one BIG Turbo it reminds me of the old Supra days. It should have over 1000 HP for sure and really hauls *** in the high rev band...

BlownV8

Count me in on the manifolds but I would much rather the turbos be located under the car.

AMG-Driver

Nice to see, that there would be some interest in some custom manifolds.

Before I would talk to them, I must make my mind up - if it is worth to give it a try instead of a more standard manifold solution, which should be 850-900 HP Crank but has very good drivability and response.

When I look at the shop car with the inline six, I see that the power really "explodes" from 6.000 - 8.000 RPM and this sure is also a result and possiblity of M104 bore 88,5 and stoke 80,2 but I don't think our M275 can rev (much) over 6.000 RPM healthy with bore 82,6 and stroke 93.

So in my opinion you need a really good strategy and preparation, before you even get benefits with these custom headers and bigger turbos over a classic turbo upgrade.

Welwynnick

Nice looking manifold, but not a hope in hell they would fit the V12; there's only room for log manifolds.

This is a stock turbo & manifold, and it pretty much fills all the space available - as long as the turbo has to sit in the middle.

There might be more room if the turbos could move backwards and drop down (though you still need to clear the steering column).

AMG Lover, KRK

Shardul is this kit doable for other cars? I have a CL65 and would like to do the same project..

AMG-Driver

Nick,

I know - available space is our enemy...

The best log-style manifolds up to date still are the ones from Brabus. Beautiful design for the available space and best cast iron Quality. I would send them to GAD-Motors and they put in some nice Garrett stuff, like they did with their Brabus Bullit conversion. This would be my 900+ Version.

Sadly the log style manifolds from Brabus are 20K Euro alone...

AMG-Driver

And there is another company from Germany who shows, that it is possible to put in Big Turbos at the side of the engine - at least in a Black Series SL...

This would be another 900+ (Crank with pump gas) solution, but for sure no bargain...

shardul

iTrader: (1)

This is a one of kit made by a member in dallas, I think his screen name is dynodaddy.

V12TTenthusiast

Yes this is Dynodaddy's set up. But for this setup to work he hacked out abc and went with coilovers since the right side is filled with ABC stuff. I think he moved the brake pump too. If I remember right he did 860-890 whp with 100 oct but best time he got was mid 10.6

AMG-Driver

Hi Folks,

to make the thread complete, here is the Speedriven manifold with big Turbo. Looks interesting and I'm curious how it will work.

Seems they have changed their Header style manifold from the past into a more log style manifold.

BlownV8

Will still be a.huge improvement over the stock log manifolds. This one will flow much better. Even though it is a log, the inside diameter of the pipes is probably 3x that of the stock logs.

AMG-Driver

I agree that they should flow a lot more.

DUDMD

I will be having log manifolds made for my sl65 this winter, hoping to fit a pair of precision 5858 billet turbos.
Had my fabricator look at them, he said the build should be doable and affordable. Not sure yet on 5858 precision turbo fitment, might have to go with a smaller turbo. I was planning on using the "B" cover for the compressor side, as it's the most compact in dimensions, as well as V-band in/V band out for the exhaust side for extra adjust-ability.

Only way to not do log manifold is if you do bottom mount turbo setup by transmission, rear mounted turbo at the back, or custom top mount with a lot of deletes.

My friend is getting his 09 SL63 AMG done with a huge single rear mounted turbo, no reason why we can't dump the stock tiny twins and run one large rear mounted turbo. It won't spool as nice, but perfectly sized turbo will spool very hard still and make all the power you want.

BlownV8

There is a reason why you can't just add a larger turbo with our stock small snails. The stock manifolds won't flow more. That's why you need to build a new manifold so you will be able to get more air through the system. Once you do, the tuning is an issue with the increased power.

r_martin126

Epic


Cant wait to see what these cars are really made of! Maybe my 600 will one day follow one of you guys who are pushing the envelope

DUDMD

I already have the non-turbo v12 headers in my hands. Will start working on the sl65 single turbo conversion in January/February, after I finish my current project car.

BMW 540i6 with a 70mm Turbo.

RaceHorse

Just a suggestion, but before getting too far ahead of yourself on the build. Try to come up with a way to truly control the tranny in handling the torque. I wonder if something the Mopar guys are doing with the SRTs can be carried over into our platform, since there are many of them making much more power with a similar NAG1 tranny. A more basic approach can be seen in the link below using a turbo 400. Good luck.

http://www.ckperformance.com/tech-bl...turbo-mercedes

DUDMD

Hmm, that is really cool. If I could get the ECU to work properly and start the car without a working valve body, that would be perfect. Probably just need to leave the EGS plugged in and fool around with some resistors so it allows the car to start. I can remove any fault code I wish from the ECU, so transmission fault codes won't be an issue.

I heard back from 3 different transmission shops, that build the 722.6 for 1000whp, all said it can be done no problem. Around 5k for the build including new torque converter. Issue then would be to either raise the torque limiters in the EGS or remove them completely.

RaceHorse

I have no idea what it would take, but unfortunately it's been a problem for the MB tuners. Mopars seem to get around it somehow, and yes building the tranny to handle it, is not the problem. I supposedly have torque limits removed entirely by Eurocharged and with my power level, the car is amazing putting it to the ground. However, I think there is still some communication between the ECU and TCU that cause issues with too much power.

The turbos 400 comes into play if there is a way to totally divorce the communication between the two, then a simple built tranny doesn't need everything the NAG 1 needs to function.

As always the problem is the software combo. There are several competent builders fitting proven parts with great power potential, but getting through the gears always becomes the biggest hurdle .