Curious about different heads?
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From: Long Island, New York
'05 C230SS 6MT, 1966 Triumph TR4a IRS, Shelby Cobra 427 Supercharged
Curious about different heads?
I got bored so I was looking around on the UK MSN Autos website and compared the C230, 200, and 180. They are all supercharged and the bore and stroke are the same (according to the site) but the compression ratios are 8.5:1, 9.3:1, and 10:1 respectively. That leaves me to believe that the main difference besides boost is the size of the combustion chambers in the heads (or possibly longer pistons).
Now here is my question...
If you can get your hands on a 9.3:1 head (or pistons) from a C200 and put them into a C230 and obviously run 100 octane, do you guys think that would work to give you some good gains? How hard would it be to tune the engine for that?
Just a thought for anybody who wants to go crazy!
Now here is my question...
If you can get your hands on a 9.3:1 head (or pistons) from a C200 and put them into a C230 and obviously run 100 octane, do you guys think that would work to give you some good gains? How hard would it be to tune the engine for that?
Just a thought for anybody who wants to go crazy!
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Joined: May 2007
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From: Charleston, SC
C230 Kompressor Sport Coupe
most likely wouldnt need to run expensive 100 octane fuel all the time if you simply used methanol/water injection. hmmm. 5 gallons methanol yeilds 10 gallons of mix, priced @ $35.... versus always running race gas...... hmmm....
being as how methanol has an octane level of somewhere around 116..... very nice!
EDIT: i wonder what the part numbers of the pistons, rods, crank, and head are.
if the bore and stroke are all the same, i wonder if they changed connecting rods. i'd also like to find out cam lift, for instance if the valves open a shorter distance on the higher compression motors for interference purposes.
thats a lot of information, probably best shown on an excel spreadsheet.
being as how methanol has an octane level of somewhere around 116..... very nice!
EDIT: i wonder what the part numbers of the pistons, rods, crank, and head are.
if the bore and stroke are all the same, i wonder if they changed connecting rods. i'd also like to find out cam lift, for instance if the valves open a shorter distance on the higher compression motors for interference purposes.
thats a lot of information, probably best shown on an excel spreadsheet.
Last edited by kompressor85; Oct 24, 2007 at 12:10 AM.
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Joined: May 2007
Posts: 154
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From: Charleston, SC
C230 Kompressor Sport Coupe
aggravates the hell out of me there is mor replies to "hey i'm a yoyo and washed my car come look LOL!"
people on this forum need to grow a pair. we have a car with a lot of untapped potential and everyone just wants to put rims on and take a hundred pictures.
i think if i farted, and dutch oven'd anna kournikova, it'd be more interesting than some of the retard posts i see on here.
people on this forum need to grow a pair. we have a car with a lot of untapped potential and everyone just wants to put rims on and take a hundred pictures.
i think if i farted, and dutch oven'd anna kournikova, it'd be more interesting than some of the retard posts i see on here.
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MBWorld Fanatic!
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From: Long Island, New York
'05 C230SS 6MT, 1966 Triumph TR4a IRS, Shelby Cobra 427 Supercharged
i think if i farted, and dutch oven'd anna kournikova, it'd be more interesting than some of the retard posts i see on here.
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From: The blue white rock, third out.
2002 C230 Coupe(M111)
I got bored so I was looking around on the UK MSN Autos website and compared the C230, 200, and 180. They are all supercharged and the bore and stroke are the same (according to the site) but the compression ratios are 8.5:1, 9.3:1, and 10:1 respectively. That leaves me to believe that the main difference besides boost is the size of the combustion chambers in the heads (or possibly longer pistons).
Combustion chambers are usually part of the casting, meaning the cost to have separate castings just for slightly differing engine outputs would probably be prohibitive. Special pistons is most likely the reason. They all might be the same height, just the dish is different on top. Interesting that the C180 has the highest compression, it must have very low boost.
Given how quickly the computer dials back the advance right now, I wonder if you'd actually get any more power or would the computer sniff out a little pre-ignition, and you'd get no where. No more limping along on 87 octane for the cheapies in this group.
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MBWorld Fanatic!
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From: Long Island, New York
'05 C230SS 6MT, 1966 Triumph TR4a IRS, Shelby Cobra 427 Supercharged
I was looking at Kleemann's site... I would assume the power you could expect from this would be the same as there C200K kit (10:1 ratio with 11psi might run into problems)
200 1.8 Kompressor (M271)
HP/Nm(lb-ft)
stock - 163/240 (178)
kit - 210/300 (222)
Stock C230
192/260 (192) (Euro #'s)
~20hp and ~30 lb-ft, that seems pretty good! I havent seen many mods for the M271 that gave that kind of increase. And it would all be straight from MB.
200 1.8 Kompressor (M271)
HP/Nm(lb-ft)
stock - 163/240 (178)
kit - 210/300 (222)
Stock C230
192/260 (192) (Euro #'s)
~20hp and ~30 lb-ft, that seems pretty good! I havent seen many mods for the M271 that gave that kind of increase. And it would all be straight from MB.
Last edited by Capt Nemo o2; Oct 31, 2007 at 12:22 AM.
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GMC - Miata - Trek - P-Car
I’m running 9:1 (nominal) and 15 PSI.
The DME already retards ignition timing ~20 degrees from its ideal baseline setting. When balancing the compression ratio/boost equation, at some point one (perhaps that which has been established by M-B) experiences diminishing, or nonexistent, returns.
The DME already retards ignition timing ~20 degrees from its ideal baseline setting. When balancing the compression ratio/boost equation, at some point one (perhaps that which has been established by M-B) experiences diminishing, or nonexistent, returns.
