M112 Modification Process
10-02-2009, 12:27 AM
#1
M112 Modification Process
I'm putting together a write up for the Crossfire guys about modding their engines with OEM MB parts.
I figured the C320/240 guys would be interested.
INDUCTION
The Crossfire was plagued from the very beginning by poor induction. A small Airbox with 2.5” intake tubes was the best Chrysler could get away with as to not step on the MB owners’ toes. Once air is ingested through those “straws” it must squeeze its way through a 2.5” MAF, with 2 screens mind you, past a nice 3” elbow, unfortunately with some obstructive fins, and then finally through a 68mm TB, about 2.5”.
The stock system is limited by its smallest opening, in this instance it is 2.5”. Our goal is to open the intake up to 3” all the way through to allow more air and thus more HP potential. The following are a list of OEM MB parts that are bolt on and will result in a 3” overall size for the intake parts.
• C240/C320 Airbox: PN: A1120901501; this increases overall filter area by approximately 50%, Airbox volume by 35%, and increases intake tubes to 3”, a 20% increase from stock
• M113 MAF: PN: A1130940048; The V8 MAF is a full 3” design that allows for increased flow. Not only is it just a larger housing, but the MAF is tuned to run at the larger volume and thus will compensate correctly for the additional airflow. There are inherent issues with putting a non-collaborated MAF in a larger volume, this eliminates that.
• M113 Throttle Body: PN: A1131410125; The larger V8 TB is opened up to 74 mm and matches the inlet of the intake manifold perfectly. The engine will need to adjust to the new TB when first installed and a learning period of about 3-5 mins is necessary. Simply turn the key to the second position and let the TB calibrate itself.
FUELING
The stock M112 motor in the Crossfire is aimed at being a jack of all trades, master of none type of engine. It went in everything from a sports car to a SUV. To keep emissions at a minimum MB decided to keep the car at a fairly lean AFR. The stock injectors are a paltry 15 lbs/hr and on a bone stock motor are running at 80% duty cycle at WOT. This limits HP potential, but also makes for a good compromise of low end torque, low emissions, and decent MPG. Once you start ingesting more air into the engine the stock injectors quickly become inadequate.
Our goal is to increase the amount of fuel able to be added to the mix, thus allowing us a larger window for timing advance. More fuel + More Air + More Timing = More Power!
• 430/500 M113 Fuel Injectors: PN: A1130780249; These injectors are rated at 19 lbs/hr and are a great upgrade for a bolt on car. When coupled with the above bolt on intake mods and an aggressive tune, you can see anywhere from 260-275 HP at the crank. All the while maintaining OEM reliability, very good MPG, and low emissions.
• C43/C55 M113 Fuel Injectors: PN: A1130780023; These monsters flow 21 lbs/hr and are perfect for a highly modified crossfire running headers, larger exhaust, cams, and head work. These injectors will support upwards of 375 HP.
I figured the C320/240 guys would be interested.
INDUCTION
The Crossfire was plagued from the very beginning by poor induction. A small Airbox with 2.5” intake tubes was the best Chrysler could get away with as to not step on the MB owners’ toes. Once air is ingested through those “straws” it must squeeze its way through a 2.5” MAF, with 2 screens mind you, past a nice 3” elbow, unfortunately with some obstructive fins, and then finally through a 68mm TB, about 2.5”.
The stock system is limited by its smallest opening, in this instance it is 2.5”. Our goal is to open the intake up to 3” all the way through to allow more air and thus more HP potential. The following are a list of OEM MB parts that are bolt on and will result in a 3” overall size for the intake parts.
• C240/C320 Airbox: PN: A1120901501; this increases overall filter area by approximately 50%, Airbox volume by 35%, and increases intake tubes to 3”, a 20% increase from stock
• M113 MAF: PN: A1130940048; The V8 MAF is a full 3” design that allows for increased flow. Not only is it just a larger housing, but the MAF is tuned to run at the larger volume and thus will compensate correctly for the additional airflow. There are inherent issues with putting a non-collaborated MAF in a larger volume, this eliminates that.
• M113 Throttle Body: PN: A1131410125; The larger V8 TB is opened up to 74 mm and matches the inlet of the intake manifold perfectly. The engine will need to adjust to the new TB when first installed and a learning period of about 3-5 mins is necessary. Simply turn the key to the second position and let the TB calibrate itself.
FUELING
The stock M112 motor in the Crossfire is aimed at being a jack of all trades, master of none type of engine. It went in everything from a sports car to a SUV. To keep emissions at a minimum MB decided to keep the car at a fairly lean AFR. The stock injectors are a paltry 15 lbs/hr and on a bone stock motor are running at 80% duty cycle at WOT. This limits HP potential, but also makes for a good compromise of low end torque, low emissions, and decent MPG. Once you start ingesting more air into the engine the stock injectors quickly become inadequate.
Our goal is to increase the amount of fuel able to be added to the mix, thus allowing us a larger window for timing advance. More fuel + More Air + More Timing = More Power!
• 430/500 M113 Fuel Injectors: PN: A1130780249; These injectors are rated at 19 lbs/hr and are a great upgrade for a bolt on car. When coupled with the above bolt on intake mods and an aggressive tune, you can see anywhere from 260-275 HP at the crank. All the while maintaining OEM reliability, very good MPG, and low emissions.
• C43/C55 M113 Fuel Injectors: PN: A1130780023; These monsters flow 21 lbs/hr and are perfect for a highly modified crossfire running headers, larger exhaust, cams, and head work. These injectors will support upwards of 375 HP.
10-02-2009, 01:02 AM
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04 C240 & 10 C300
yeah, just out of curiosity I would be interested in ready and seeing what kind of write up you put together. keep us posted on any updates you have.
10-02-2009, 05:59 AM
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white and whiter
i find that pretty funny how crossfire guys "thinks" they're getting dooped.
in reality the M112.E32 are unchanged when they bolted into the R170 chassi which the X-fire has. The airbox inlet is not any larger on the SLK320/CLK320/C320 vs the x-fire.
the only "not stepping on MB's toe" move was rating the SRT-6 with lower hp/tq rating then the SLK32, but that's only on paper as ppl have found out.
in reality the M112.E32 are unchanged when they bolted into the R170 chassi which the X-fire has. The airbox inlet is not any larger on the SLK320/CLK320/C320 vs the x-fire.
the only "not stepping on MB's toe" move was rating the SRT-6 with lower hp/tq rating then the SLK32, but that's only on paper as ppl have found out.
10-02-2009, 09:57 AM
#6
i find that pretty funny how crossfire guys "thinks" they're getting dooped.
in reality the M112.E32 are unchanged when they bolted into the R170 chassi which the X-fire has. The airbox inlet is not any larger on the SLK320/CLK320/C320 vs the x-fire.
the only "not stepping on MB's toe" move was rating the SRT-6 with lower hp/tq rating then the SLK32, but that's only on paper as ppl have found out.
in reality the M112.E32 are unchanged when they bolted into the R170 chassi which the X-fire has. The airbox inlet is not any larger on the SLK320/CLK320/C320 vs the x-fire.
the only "not stepping on MB's toe" move was rating the SRT-6 with lower hp/tq rating then the SLK32, but that's only on paper as ppl have found out.
The C320 airbox is substantially larger then the SLK320 and the CLK320 uses an entirely different set up all together. But being all knowing, I'm sure I didn't have to tell you that...
10-02-2009, 05:31 PM
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white and whiter
w209 clk320 has the same airbox as the c320. w208 has a different design. w208 has a horrific designed intake/airbox btw.
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10-03-2009, 09:07 PM
#8
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stallion8797 = TVT_Design
Notwithstanding some of DaimlerChrysler’s emaciated intake and exhaust systems fitted to the Crossfire during their ill-fated marriage of convenience, kudos to TVT for rummaging through MB’s parts catalog to source their potentially advantageous hardware. There is something about installing cleverly upgraded OE goodies that appeals to my desire to speak softly while carrying a big stick.
Done the same for current and former rides in an effort gain a stock appearing advantage over potential victims. There are more often than not several pieces designated for special service or RoW applications available from the various manufacturers’ catalogs that are, in fact, conveniently retrofitable. Recently installed some virtually undetectable CLK63 Black Series-specific chassis hardware. PNs shared in due course when their efficacy has been validated.
Previously called him out for being a shill or otherwise posting technically incorrect information. Do so again if need be. His NJ shop has subsequently proven to be a trustworthy service and upgrade facility by several respected members. Even our perpetually curmudgeon MBW moderator RBrenton is among his satisfied customers.
I’m of mind to cut him a little more slack this time ‘round.
Reference: https://mbworld.org/forums/c-class-w...hos-heard.html & https://mbworld.org/forums/c32-amg-c...ml#post3579772
Notwithstanding some of DaimlerChrysler’s emaciated intake and exhaust systems fitted to the Crossfire during their ill-fated marriage of convenience, kudos to TVT for rummaging through MB’s parts catalog to source their potentially advantageous hardware. There is something about installing cleverly upgraded OE goodies that appeals to my desire to speak softly while carrying a big stick.
Done the same for current and former rides in an effort gain a stock appearing advantage over potential victims. There are more often than not several pieces designated for special service or RoW applications available from the various manufacturers’ catalogs that are, in fact, conveniently retrofitable. Recently installed some virtually undetectable CLK63 Black Series-specific chassis hardware. PNs shared in due course when their efficacy has been validated.
Previously called him out for being a shill or otherwise posting technically incorrect information. Do so again if need be. His NJ shop has subsequently proven to be a trustworthy service and upgrade facility by several respected members. Even our perpetually curmudgeon MBW moderator RBrenton is among his satisfied customers.
I’m of mind to cut him a little more slack this time ‘round.
Reference: https://mbworld.org/forums/c-class-w...hos-heard.html & https://mbworld.org/forums/c32-amg-c...ml#post3579772
10-03-2009, 10:36 PM
#9
stallion8797 = TVT_Design
Notwithstanding some of DaimlerChrysler’s emaciated intake and exhaust systems fitted to the Crossfire during their ill-fated marriage of convenience, kudos to TVT for rummaging through MB’s parts catalog to source their potentially advantageous hardware. There is something about installing cleverly upgraded OE goodies that appeals to my desire to speak softly while carrying a big stick.
Done the same for current and former rides in an effort gain a stock appearing advantage over potential victims. There are more often than not several pieces designated for special service or RoW applications available from the various manufacturers’ catalogs that are, in fact, conveniently retrofitable. Recently installed some virtually undetectable CLK63 Black Series-specific chassis hardware. PNs shared in due course when their efficacy has been validated.
Previously called him out for being a shill or otherwise posting technically incorrect information. Do so again if need be. His NJ shop has subsequently proven to be a trustworthy service and upgrade facility by several respected members. Even our perpetually curmudgeon MBW moderator RBrenton is among his satisfied customers.
I’m of mind to cut him a little more slack this time ‘round.
Reference: https://mbworld.org/forums/c-class-w...hos-heard.html & https://mbworld.org/forums/c32-amg-c...ml#post3579772
Notwithstanding some of DaimlerChrysler’s emaciated intake and exhaust systems fitted to the Crossfire during their ill-fated marriage of convenience, kudos to TVT for rummaging through MB’s parts catalog to source their potentially advantageous hardware. There is something about installing cleverly upgraded OE goodies that appeals to my desire to speak softly while carrying a big stick.
Done the same for current and former rides in an effort gain a stock appearing advantage over potential victims. There are more often than not several pieces designated for special service or RoW applications available from the various manufacturers’ catalogs that are, in fact, conveniently retrofitable. Recently installed some virtually undetectable CLK63 Black Series-specific chassis hardware. PNs shared in due course when their efficacy has been validated.
Previously called him out for being a shill or otherwise posting technically incorrect information. Do so again if need be. His NJ shop has subsequently proven to be a trustworthy service and upgrade facility by several respected members. Even our perpetually curmudgeon MBW moderator RBrenton is among his satisfied customers.
I’m of mind to cut him a little more slack this time ‘round.
Reference: https://mbworld.org/forums/c-class-w...hos-heard.html & https://mbworld.org/forums/c32-amg-c...ml#post3579772
In response to FrankW, you are indeed correct about he W209 airbox being identical to the C320, I was referencing the W208.
I will continue to look into more retrofittable mods for these cars, but it looks as the next step will be tearing into the new M272 (many similarities) and retrofitting those parts.
There is ZERO profit in me handing out knowledge, so take it for what it is worth.
10-04-2009, 12:28 AM
#10
One more thing to add:
FUEL SYSTEM
CLK430 Fuel Pump: PN: A0004707894; The stock fuel pump is more the adequate at 160 l/hr to support up to 390 Crank HP (N/A), but for those of us that like to push the envelope and have added a little boost or nitrous, then a new pump is in order. The M113 (CLK430 used as example) pump flows a healthy 205 l/hr and will support upwards of 500 HP N/A or 380 HP FI.
FUEL SYSTEM
CLK430 Fuel Pump: PN: A0004707894; The stock fuel pump is more the adequate at 160 l/hr to support up to 390 Crank HP (N/A), but for those of us that like to push the envelope and have added a little boost or nitrous, then a new pump is in order. The M113 (CLK430 used as example) pump flows a healthy 205 l/hr and will support upwards of 500 HP N/A or 380 HP FI.
12-01-2009, 05:49 PM
#11
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CLK320
Installed M113 MAF
Thanks for the info...but I have encountered a slight problem.
A while back I upgraded my '99 W208 M112 with the V8 TB. That worked like a charm, but after reading this post I bought a new BOSCH 0280217810 or MB A1130940048 M113 MAF. I disconnected my battery, installed the MAF, reconnected my battery and started the car. Now, it cruises fine, but whenever I lay into it the transmission doesn't seem to lock up at higher rpms and the shift from 1st to 2nd feels softer. It also threw a CEL the first time I gave it WOT. The CLK drives okay but because the transmission isn't locking up under WOT it is actually a little slower with the larger MAF. I'm stumped. Any ideas? BTW I hate to kick a gift horse in the mouth--the TB upgrade looks like it would help a TON if it would work correctly!
A while back I upgraded my '99 W208 M112 with the V8 TB. That worked like a charm, but after reading this post I bought a new BOSCH 0280217810 or MB A1130940048 M113 MAF. I disconnected my battery, installed the MAF, reconnected my battery and started the car. Now, it cruises fine, but whenever I lay into it the transmission doesn't seem to lock up at higher rpms and the shift from 1st to 2nd feels softer. It also threw a CEL the first time I gave it WOT. The CLK drives okay but because the transmission isn't locking up under WOT it is actually a little slower with the larger MAF. I'm stumped. Any ideas? BTW I hate to kick a gift horse in the mouth--the TB upgrade looks like it would help a TON if it would work correctly!
09-01-2013, 11:27 PM
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WHITE E320 1999, GruppeM Intk, E55 TB, Evosport Pulleys, Longtube Cer. Coat Headers, Cat/res Delete
Thanks for the info...but I have encountered a slight problem.
A while back I upgraded my '99 W208 M112 with the V8 TB. That worked like a charm, but after reading this post I bought a new BOSCH 0280217810 or MB A1130940048 M113 MAF. I disconnected my battery, installed the MAF, reconnected my battery and started the car. Now, it cruises fine, but whenever I lay into it the transmission doesn't seem to lock up at higher rpms and the shift from 1st to 2nd feels softer. It also threw a CEL the first time I gave it WOT. The CLK drives okay but because the transmission isn't locking up under WOT it is actually a little slower with the larger MAF. I'm stumped. Any ideas? BTW I hate to kick a gift horse in the mouth--the TB upgrade looks like it would help a TON if it would work correctly!
A while back I upgraded my '99 W208 M112 with the V8 TB. That worked like a charm, but after reading this post I bought a new BOSCH 0280217810 or MB A1130940048 M113 MAF. I disconnected my battery, installed the MAF, reconnected my battery and started the car. Now, it cruises fine, but whenever I lay into it the transmission doesn't seem to lock up at higher rpms and the shift from 1st to 2nd feels softer. It also threw a CEL the first time I gave it WOT. The CLK drives okay but because the transmission isn't locking up under WOT it is actually a little slower with the larger MAF. I'm stumped. Any ideas? BTW I hate to kick a gift horse in the mouth--the TB upgrade looks like it would help a TON if it would work correctly!
09-03-2013, 11:44 PM
#13
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2003 CL203 C320, 2002 W208 CLK320 cabriolet, 2012 A207 E350 cabriolet, 2011 X204 GLK350 4matic
I'm putting together a write up for the Crossfire guys about modding their engines with OEM MB parts.
I figured the C320/240 guys would be interested.
INDUCTION
The Crossfire was plagued from the very beginning by poor induction. A small Airbox with 2.5” intake tubes was the best Chrysler could get away with as to not step on the MB owners’ toes. Once air is ingested through those “straws” it must squeeze its way through a 2.5” MAF, with 2 screens mind you, past a nice 3” elbow, unfortunately with some obstructive fins, and then finally through a 68mm TB, about 2.5”.
The stock system is limited by its smallest opening, in this instance it is 2.5”. Our goal is to open the intake up to 3” all the way through to allow more air and thus more HP potential. The following are a list of OEM MB parts that are bolt on and will result in a 3” overall size for the intake parts.
• C240/C320 Airbox: PN: A1120901501; this increases overall filter area by approximately 50%, Airbox volume by 35%, and increases intake tubes to 3”, a 20% increase from stock
• M113 MAF: PN: A1130940048; The V8 MAF is a full 3” design that allows for increased flow. Not only is it just a larger housing, but the MAF is tuned to run at the larger volume and thus will compensate correctly for the additional airflow. There are inherent issues with putting a non-collaborated MAF in a larger volume, this eliminates that.
• M113 Throttle Body: PN: A1131410125; The larger V8 TB is opened up to 74 mm and matches the inlet of the intake manifold perfectly. The engine will need to adjust to the new TB when first installed and a learning period of about 3-5 mins is necessary. Simply turn the key to the second position and let the TB calibrate itself.
FUELING
The stock M112 motor in the Crossfire is aimed at being a jack of all trades, master of none type of engine. It went in everything from a sports car to a SUV. To keep emissions at a minimum MB decided to keep the car at a fairly lean AFR. The stock injectors are a paltry 15 lbs/hr and on a bone stock motor are running at 80% duty cycle at WOT. This limits HP potential, but also makes for a good compromise of low end torque, low emissions, and decent MPG. Once you start ingesting more air into the engine the stock injectors quickly become inadequate.
Our goal is to increase the amount of fuel able to be added to the mix, thus allowing us a larger window for timing advance. More fuel + More Air + More Timing = More Power!
• 430/500 M113 Fuel Injectors: PN: A1130780249; These injectors are rated at 19 lbs/hr and are a great upgrade for a bolt on car. When coupled with the above bolt on intake mods and an aggressive tune, you can see anywhere from 260-275 HP at the crank. All the while maintaining OEM reliability, very good MPG, and low emissions.
• C43/C55 M113 Fuel Injectors: PN: A1130780023; These monsters flow 21 lbs/hr and are perfect for a highly modified crossfire running headers, larger exhaust, cams, and head work. These injectors will support upwards of 375 HP.
I figured the C320/240 guys would be interested.
INDUCTION
The Crossfire was plagued from the very beginning by poor induction. A small Airbox with 2.5” intake tubes was the best Chrysler could get away with as to not step on the MB owners’ toes. Once air is ingested through those “straws” it must squeeze its way through a 2.5” MAF, with 2 screens mind you, past a nice 3” elbow, unfortunately with some obstructive fins, and then finally through a 68mm TB, about 2.5”.
The stock system is limited by its smallest opening, in this instance it is 2.5”. Our goal is to open the intake up to 3” all the way through to allow more air and thus more HP potential. The following are a list of OEM MB parts that are bolt on and will result in a 3” overall size for the intake parts.
• C240/C320 Airbox: PN: A1120901501; this increases overall filter area by approximately 50%, Airbox volume by 35%, and increases intake tubes to 3”, a 20% increase from stock
• M113 MAF: PN: A1130940048; The V8 MAF is a full 3” design that allows for increased flow. Not only is it just a larger housing, but the MAF is tuned to run at the larger volume and thus will compensate correctly for the additional airflow. There are inherent issues with putting a non-collaborated MAF in a larger volume, this eliminates that.
• M113 Throttle Body: PN: A1131410125; The larger V8 TB is opened up to 74 mm and matches the inlet of the intake manifold perfectly. The engine will need to adjust to the new TB when first installed and a learning period of about 3-5 mins is necessary. Simply turn the key to the second position and let the TB calibrate itself.
FUELING
The stock M112 motor in the Crossfire is aimed at being a jack of all trades, master of none type of engine. It went in everything from a sports car to a SUV. To keep emissions at a minimum MB decided to keep the car at a fairly lean AFR. The stock injectors are a paltry 15 lbs/hr and on a bone stock motor are running at 80% duty cycle at WOT. This limits HP potential, but also makes for a good compromise of low end torque, low emissions, and decent MPG. Once you start ingesting more air into the engine the stock injectors quickly become inadequate.
Our goal is to increase the amount of fuel able to be added to the mix, thus allowing us a larger window for timing advance. More fuel + More Air + More Timing = More Power!
• 430/500 M113 Fuel Injectors: PN: A1130780249; These injectors are rated at 19 lbs/hr and are a great upgrade for a bolt on car. When coupled with the above bolt on intake mods and an aggressive tune, you can see anywhere from 260-275 HP at the crank. All the while maintaining OEM reliability, very good MPG, and low emissions.
• C43/C55 M113 Fuel Injectors: PN: A1130780023; These monsters flow 21 lbs/hr and are perfect for a highly modified crossfire running headers, larger exhaust, cams, and head work. These injectors will support upwards of 375 HP.
Also, two questions.
1. Has this been proven to produce over 260 crank hp?
2. How much would this set-up cost? Knowing MB, the MAF is probably 350 dollars, the throttle body is probably 500, and the injectors is probably 200.
09-10-2013, 03:40 PM
#14
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'02 C320 Wagon, '78 308 GTS, '06 Highlander Hybrid
I'm very interested. Everything is just bolt-on? the 3 inch MAF fits and the throttle body with no modification?
Also, two questions.
1. Has this been proven to produce over 260 crank hp?
2. How much would this set-up cost? Knowing MB, the MAF is probably 350 dollars, the throttle body is probably 500, and the injectors is probably 200.
Also, two questions.
1. Has this been proven to produce over 260 crank hp?
2. How much would this set-up cost? Knowing MB, the MAF is probably 350 dollars, the throttle body is probably 500, and the injectors is probably 200.
I too would like to know if anyone has done all or any of the mods and what their results were. As far as a process, i'm thinking first the airbox, then the TB, then the MAF, then the injectors/fuel pump, and finally a tune...how's that sound?
As far as prices...ebay is your friend.
Last question, can anyone comment on the ability to pass CA smog with these changes? I assume similar mpg as long as your foot is not too heavy.
09-10-2013, 08:11 PM
#15
Moderator Alumni
Interesting that this thread has resurfaced lately...
Everything is bolt on and some of folks over on the crossfire forums have done this. I believe waveykat had a large majority of these mods installed (you can check his thread), but I dont believe he ever got the whp he was looking for as the auto eats up lots more power than the 6spd XF's that TVT typically tested with.
Everything is bolt on and some of folks over on the crossfire forums have done this. I believe waveykat had a large majority of these mods installed (you can check his thread), but I dont believe he ever got the whp he was looking for as the auto eats up lots more power than the 6spd XF's that TVT typically tested with.
09-10-2013, 08:23 PM
#16
Super Member
Interesting that this thread has resurfaced lately...
Everything is bolt on and some of folks over on the crossfire forums have done this. I believe waveykat had a large majority of these mods installed (you can check his thread), but I dont believe he ever got the whp he was looking for as the auto eats up lots more power than the 6spd XF's that TVT typically tested with.
Everything is bolt on and some of folks over on the crossfire forums have done this. I believe waveykat had a large majority of these mods installed (you can check his thread), but I dont believe he ever got the whp he was looking for as the auto eats up lots more power than the 6spd XF's that TVT typically tested with.
09-11-2013, 12:01 AM
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2003 CL203 C320, 2002 W208 CLK320 cabriolet, 2012 A207 E350 cabriolet, 2011 X204 GLK350 4matic
Well, aside from heavy modifications, this process seems like the best way to bring your C240 to C320 standards.
09-16-2013, 07:06 PM
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2003 CL203 C320, 2002 W208 CLK320 cabriolet, 2012 A207 E350 cabriolet, 2011 X204 GLK350 4matic
Hanknum, I'm very interested to see how it turns out. See if you could be able to do a before and after dyno test to show just how much you've gained.
09-17-2013, 03:38 PM
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'02 C320 Wagon, '78 308 GTS, '06 Highlander Hybrid
For the price, I really couldn't go wrong...if it doesn't perform, then I'll go back to my OEM setup.
09-17-2013, 06:09 PM
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WHITE E320 1999, GruppeM Intk, E55 TB, Evosport Pulleys, Longtube Cer. Coat Headers, Cat/res Delete
I have in my e320 the m113 TB... the m113 maf sensor wont work, youll need to install just the housing with your 112 sensor. You wont feel any gains.
Why trying to get more air, when your exhaust cant flow off more air? if you want to go serious here you'll need a more "free flow" exhaust. And after that the car will ask for an ECU TUNE because of the mixture.
This guy from TVT is not a trusted source. He was banned from the crossfire forum, because of fraud on modding m112 engines.
In my case, i didn't feel any gain when i installed the TB, i compared my drag times from after/before and i just went .100 or .200 faster on the track, im not sure if it was because of the INTAKE MOD, or because of the preventive maintenance and a better car launch (im 80% sure it was because of the last one).
I have too much mods in my car, and all together work great, but i haven't experienced a really change with just one.
I enjoy moding my car and thinking what am i going to do next. I really enjoy feeling like having a car to my personality, different from others.
Some guys say is stupid to mod this engine, they will say "swap to 430" or "buy an AMG". But i really enjoy making tests and this kind of stuff. I really do.
Why trying to get more air, when your exhaust cant flow off more air? if you want to go serious here you'll need a more "free flow" exhaust. And after that the car will ask for an ECU TUNE because of the mixture.
This guy from TVT is not a trusted source. He was banned from the crossfire forum, because of fraud on modding m112 engines.
In my case, i didn't feel any gain when i installed the TB, i compared my drag times from after/before and i just went .100 or .200 faster on the track, im not sure if it was because of the INTAKE MOD, or because of the preventive maintenance and a better car launch (im 80% sure it was because of the last one).
I have too much mods in my car, and all together work great, but i haven't experienced a really change with just one.
I enjoy moding my car and thinking what am i going to do next. I really enjoy feeling like having a car to my personality, different from others.
Some guys say is stupid to mod this engine, they will say "swap to 430" or "buy an AMG". But i really enjoy making tests and this kind of stuff. I really do.
03-13-2014, 03:54 PM
#23
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'02 C320 Wagon, '78 308 GTS, '06 Highlander Hybrid
OK, finally got around to installing the MAF and throttle body. The new units are definitely larger (I'll try and attach some pix later).
I put my old MAF sensor in the new larger housing...is this correct? In re-reading the original post, it is stated:
"Not only is it just a larger housing, but the MAF is tuned to run at the larger volume and thus will compensate correctly for the additional airflow."
Sounds like maybe I should have used the new sensor...
Also, is there better or larger elbow to use? Or, is it recommended that the internal turing fins be removed for better flow?
I did not do a dyno before or after so I don't know of any real differences. The new units are larger so in that respect, they should flow better. As for intake vs. exhaust restrictions...I don't know which is more restrictive, but this was a cheap and easy mod.
I put my old MAF sensor in the new larger housing...is this correct? In re-reading the original post, it is stated:
"Not only is it just a larger housing, but the MAF is tuned to run at the larger volume and thus will compensate correctly for the additional airflow."
Sounds like maybe I should have used the new sensor...
Also, is there better or larger elbow to use? Or, is it recommended that the internal turing fins be removed for better flow?
I did not do a dyno before or after so I don't know of any real differences. The new units are larger so in that respect, they should flow better. As for intake vs. exhaust restrictions...I don't know which is more restrictive, but this was a cheap and easy mod.
03-13-2014, 04:09 PM
#24
Moderator Alumni
From what I know about the MAF swap, you should use the m112 sensor in the m113 MAF body! Check out the XF forums, there are lots of people over there who have done this swap and talked alot about the fins. 
Would love to see the pix!
Would love to see the pix!
03-14-2014, 03:52 PM
#25
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'02 C320 Wagon, '78 308 GTS, '06 Highlander Hybrid
Do you have a link to the XF forums?
Here are the pics...
I was just up in Seattle/Tacoma Tuesday and Wednesday for work...nice weather. I'll let you know next time I'm up there and maybe we can get together. I've met up with Glocati when I'm in Portland.
