Hello, the thing I want to increase the power of my sportcoupe 1.8L kompressor. I have in mind change pulleys and intake. Can anyone give me suggestions of something else? Thanksss

 

my suggestion would be to STFF.

 

Where are you? I presume outside America? What year is your vehicle? I Presume it is a base tuned M271 C180K as sold outside America? It is very important to understand this because there are easy changes you can make if it is, to upgrade it to C200K spec - then more expensive move to C230K spec. No pulleys & nonesense required.

If my assumptions are correct I strongly recommend not modifying the M271 above the American specification. It is already slightly fragile at that spec.

Model - Eng capacity - Compression ratio - Power - Torque

180 Kompressor 1796 cc 10.0 : 1 143hp @ 5200rpm 162 lbft @ 2500rpm
200 Kompressor 1796 cc 9.3 : 1 163hp @ 5500rpm 177 lbft @ 3000rpm
200 CGI 1796 cc 10.3 : 1 170hp @ 5300rpm 184 lbft @ 3000rpm
230 Kompressor 1796 cc 8.5 : 1 192hp @ 5800rpm 192 lbft @ 3500-4000 rpm

Sorry - text editor sucks on the forum - Excuse the dumb reply above

 

Man... MBworld Fanatic! you always impress me!
Model Eng capacity Compression ratio Power Torque
180 Kompressor 1796 cc 10.0 : 1 143hp @ 5200rpm 162 lbft @ 2500rpm
200 Kompressor 1796 cc 9.3 : 1 163hp @ 5500rpm 177 lbft @ 3000rpm
200 CGI 1796 cc 10.3 : 1 170hp @ 5300rpm 184 lbft @ 3000rpm
230 Kompressor 1796 cc 8.5 : 1 192hp @ 5800rpm 192 lbft @ 3500-4000 rpm

Here is a question to add on to this Newbie thread. It's hard to find stuff for the M272 eng (C280) I know Kleeman is working on headers but what do you know about mine? 2006 C280 U.S.A. Spec. What Can I do besides the typical exhaust, intake?

 

The minute you move away from standard MB your knowledge is probably better than mine.

Exhaust, headers, get it to breathe better & ECU tune which is always a compromise but you might like the changes. I would not change the pulley - I don't think it offers enough for the risk if you read my thread on the AMS pulley. Beyond that becomes proprietary mods to reflow the heads, bump compression ratio etc. Then you need to work with a good performance shop that knows what they are doing & I don't know what is available to you.

The C280 is a very nice package.

 

Glyn yes I'm fron Spain, the vehicle is from year 2005 and the motor is the one that you said c180k. Which mods do you suggest me? In the other side I've been thinking in changing the motor for de c32 amg or the 230k. However to the actual motor what do you think I could change? Thanks

 

I admire you Glyn for answering all questions all the time. I don't know why people even put STFF all that does is create another search failure. I rather search for something and have 300 of the same answer rather than 1 answer and 299 STFFs

 

Thanks PPB - the response from sleewell is dumb because this forum does not generally relate to kimito's engine other than the fact that it is part of the M271 family

See below

 

Forget changing the engine to C32. Rather change the whole car, You would have to change so much. Most of the electronics & the entire transmission & all it's controls eg. TCU etc. Yours can't take the power & torque. A change to 230K is feasible.

Some background:
In mid-2002, Mercedes introduced a new 4-cylinder engine family to replace the notorious existing four-cylinders. The M271 family was a clean-sheet design. It has various new features to improve efficiency and refinement. First of all, there is twin-balancer shafts to eliminate the inherent vibration of inline 4-cylinder engines. Secondly, the cylinder head now employs variable valve timing at both intake and exhaust side. Thirdly, roller cam followers and hydraulic lifters are used to reduce friction and noise. Fourthly, all M271 engines have a more efficient supercharger and intercooler than the old one. Reduced clearance between the supercharger housing and compression roller reduces gas leakage thus the small supercharger can produce higher boost pressure. Lastly, by using smaller supercharger, reduced capacity to 1.8-litres (from 2.0 or 2.3-litre) and an aluminium crank case, the engine is smaller and lighter. For example, the engine for C200 Kompressor weighs 167kg, some 18kg lighter than the old 2.0-litre unit which produced the same power.
The M271 family consists of 4 basic engines. All of them displace 1.8 litres. (there are gas varieties, F3 varieties as well but they are fringe)
Different combinations of output and fuel consumption are implemented by different tuning, e.g., different supercharging pressure and compression ratio. The only exception is the CGI engine (CGI - Stratified Charge Gasoline Injection), which employs direct fuel injection. As usual, direct injection not only saves fuel, but also increases power by allowing higher compression ratio.
Compared with the old 4-cylinder M111, the M271 family is much smoother, quieter and much more frugal.

Right - to answer your question as simply as possible & we will ignore the stratified charge engine & CNG (gas) varieties. Please note that the compression ratio is reduced as boost & power is increased.

The move from C180 which you have -

To C200 output - Most of this gain is achieved by re-chipping the ECU - Most C180's in South Africa, driven by enthusiasts, have been re-chipped. You can get away with not changing the head.

To C230 spec basically requires - New head, new blower(supercharger), I'm uncertain if the intercooler changes, further re-profiled ECU. Time on the STAR to get everything set up

I would take your car to C230 spec. If you can get a cheap second hand engine in good condition WITH IT'S ECU this might be cheaper than a new head, blower & the ECU tune required or new ECU.

I would not modify above this level if you want reliability & you need to check the cam sensors for leaks & fit the pigtales.

The choice is up to you - Good luck

 

Glynn, im amazed
i guess im glad i didnt buy a pulley or try any upgrade back when i had the c230k, if u want more power, u shouldnt have baught another car...
and fitting an amg engine is not a joke... u should expect thousands just in labor...

 

You could start with the headers which are a great deal right now from Kleeman. Check the thread here of same name.
Then, if you can source it, the Kleeman pulley and Kbox, + chip.

 

And more prone to problems. Shall we have another go at it? he he....

 

Please ignore this comment. It is inaccurate - You could not start with any of this on a base C180. You would have to upgrade it to C230 first for any of them to be appropriate & relevant.

 

So to fit the c230k is just change mine for that one no mods to be done?.

To 230 sport coup: the kleeman option I`ve been also having a look at it, the results they claim aren`t but at all I have a video that if you wish and can show it to you of a slk200k with pulley,k box, intake, headers and downpipe and the result is not bad at all. I look for it and i`ll soonly post it for you tell what you think about it.

For Glyn: Thanks for the information, I`ve learned a lot with what you've explain. It seems you know a lot about this motors. Otherwise the idea of a 230k I like it very much the thing is find a motor.

 

Please note that C230 Sport Coup has modified this post from "You could start with the headers which are a great deal right now from Kleeman, the Kleeman pulley and Kbox, + chip"

All subscribers to the thread have an e mail record of the original post. And no - do not fit the headers to a standard 180K head - Their performance will be compromised. The exhaust ports are different. You require to fit the lower compression head before you do any of the Kleeman mods. The ECU mapping is inappropriate for the higher compression head which will lead to detonation & the timing running permanently retarded.

As originally stated - I strongly recommend against modifying above the US spec 230. It is a little fragile at that state of tune which C230 Sport Coup confirms.

 

Kimito - for you this is the best move - try and find a 230 engine or upgrade your engine to 230 specs - You can go the Kleeman route if you want to but I have questions about durability.

 

For completion of this discussion so that it does not appear to have stopped in mid air. Kimito has PMed me and we have had a long discussion. My basic concerns lie around the fragility of the high compression head. If anyone thinks the LC head is troublesome they should try the HC one. Those who read my posts on the forum will know we had a lady in the family that had a C180 that consumed 4 heads in 120,000 Kms (74,000 miles)- three of them the redesigned one. This engine is most reliable in C200 form.

 

After causing confusion on this thread, Todd should also note the this offer from Kleeman only applies to American based members of the Forum and is only for the 230 version of the M271 - Kimito lives in Spain & owns a 180.

Beautifully constructed - Isn't it?