I have been getting a lot of e-mails inquiring about latest in R&D on C32, here are some items we are working on:

Please note HP/TQ gains are projections and dependent on other mods, availability dates are pessimistic.

1. Engine:

Software. We were finally able to locate a company in Germany that has ability to modify MB files and is willing to work with us on making them right. So far I have tried one file on my C32. It added 6-8 deg. of part throttle timing and 5-7 degrees at wide-open throttle. Car felt a lot crisper in every day part throttle driving, but there were no gains on the dyno. I am waiting for the second version with more WOT timing. In addition software removes top speed limiter.
HP/TQ gains expected 10-15 - Availability October-November 2002

Intake: I have several air box design under consideration, along with new intake manifold. I have just received all the parts to start prototyping. Expect picture of first prototype within next couple of weeks.
HP/TQ gains expected 25-35 - Availability November 2002

Exhaust: Exhaust on C32 consists of 3 major components - headers, H-pipe with cats and catback. We are starting to prototype with V8 headers first and V6 right after. At this time I am planning to leave H-pipe stock, but if we find that it becomes a restriction, than I have a source of highflow 3'' metal converters. The catback is really good, the only thing it could use is more sound. We will look at possibilities during header prototyping.
HP/TQ gains expected 15-20 - Availability December 2002

Kompressor/Intercooler: First prototype of Over Drive Pulleys should be in my hands this week. I will post picture and results ASAP. We are also working on expanding intercooler cooling circuit capacity by adding an expansion tank to the system. In addition to using higher density Laminova intercooler cores for intercooler. (www.laminova.com)
HP/TQ gains expected 30-40 with pulleys kit - Availability August 2002

We are going to match these mods into Power Stages where all the components compliment each other and work together.


2. Brakes:
I have been contemplating putting together a track package that has a set of F/R rotors along with good track pads and HiTemp Brake fluid. The idea is to swap the rotors and pads for the track and retain stock setup for the street, as many of you know that good track pads tend to grind down rotors and make lousy street setup.
Availability August 2002


3. Suspension:
Springs: On my C32 I have a set of stock H&R C320 springs. At this point I am really happy with them - the ride is nearly stock, the handling is significantly improved and the stance is just right, not too low or too high. H&R is working on coilover setup, I will test them on my car as soon as they become available.
Springs are available now, coilovers late 2002

Sway Bars: My C32 right now is having a set of stiffer bars put on. The bars are adjustable for stiffness and offer 20% more vs. stock. In addition we are looking to make camber adjustment bushings and body stiffeners. I post more info within next copule of weeks.
Availability September 2002.

Wheels: I am still looking for good looking 5 or 6 spoke wheel that does not require spacers. So far no luck. There is one company that promises to custom make one for us some time in the future.

Thanks for listening. Any questions please do not hesitate to ask.

 

I doubt much improvement can be done to the C32, it is a fine piece of machinery, carefully built and put together, tuning, exhaust, brakes, suspension and looks are fine just the way it is, IMO.

There is always room for improvement, but in this case not much improvement. like I said before, that is my opinion

 

Pocholin, there is a lot of room for improvement to a stock C32.

Everything listed above totals to roughly 110 hp gain, which is around 450 hp, and then if you add a Kleemann SC upgrade, you'll be well over 500 hp.

Vadim, it sounds great! Any idea on pricing yet?

 

500 hp? do you really want to go back to the future?!

 

Yes .

 

Just when you thought your modding account balance was zero Thanx for the updates

 

or if you add the pulley and the exhaust you may get a 55hp increase rather than 60hp. Is that possibly how it works? Thanks for the info Vadim. Sounds very exciting.

 

Thanks for interest, I will post updates periodically.

 

vadim, are you saying that just from the overdrive pulley, the expected hp/tq increase is 30-40? or does this increase include both overdrive pulley AND an intercooler upgrade?

 

I will have some data next week on OD pulleys kit.

 

can you also include the air/fuel ratio in your data? i don't want to have the car run too lean. have you guys considered this when you were designing the OD pulley?

may a chip will help with the a/f if the car is running too lean?

thx!

 

Yes, we always check the A/F ratio and if needs to be retuned we have a couple of companies to go to for custom software.

Stay Tuned.

 

sounds good vadim. good to know that you're looking at the ratio and ways to correct it if it's a problem.

 

Hello Vadim,

I am sure you have heard some of the pulley debates flying on the boards. What is your appraisal of the contention that when larger pulleys were installed on C230K's (and some SLK32's) that a lean condition, which the ECU couldn't correct for, was perhaps created?

I am not sure A/F was measured correctly. Shouldn't A/F be measured pre-cat not post-cat? What is the best way to measure A/F correctly (ODBII parameter)and what is expected value?

 

Actually EGT (exhaust gas temp) is a better way of tuning the car for good reliability and performance. A/F ratio's with the stock O2 sensors are not the best way.

 

i think the A/F ratio should be measure pre-cat. if it's post-cat, you'll probably measure too much O2.

what's a good ratio to have anyways? i hear 14.7:1 is the ideal ratio for most cars.

 

Just a question to you guys about fuel in the USA. I'm trying to figure out whether UK cars are different. The tests (like Autocar) seem to get better figures, like 0-60 in 4.6s, and ss1/4 in 13 dead.
Why?
Here's a quote from the Handbook I got with my UK car -

Minimum octane rating 95 RON.
Suitable for temporary use: 91 RON. In this case power output may be lower and fuel consumption higher. Avoid the use of full throttle.

So what octane rating do you get? I thought 93 tops, and some places not even that, but maybe I'm wrong - tell me.

What do your handbooks say about fuel? Bet that bit about avoid full throttle gets ignored , but from what it says, power will be down.
Is that right?

 

Here's the real kicker. In the state of California we get no higher than 91. In fact, we have the highest concentration of Ferraris and Porsches in the U.S., so from an enthuisiasts point of view it's terrible. I think the rest of the country gets 93, not sure. I do believe however that the onboard ECU corrects any chance of damage to the components, but we still generate less power.

 

To measure A/F ratio we use wide-band Bosch O2 sensor that produces 0-5V signal. It is data-logged into DYNOJET and dispalys A/F ratio vs. HP and TQ. The software also compensates for humidity and temprature.

The sensor is usually mounted in it's own bong that we weld into the car before the converter. However, we have done some testing back to back with sensor before and after the converter. The readings were very close, within 0.1 of A/F. The only difference is that the numbers are about 300 rpm delayed. Otherwords, the converter dampens the reading. As long as one is aware of this delay, readings can be taken at the tailpipe.

As far as ideal A/F ratio. For cruising it is 14.64:1, at WOT on Normally aspirated cars it is around 13.5:1, Honda VTEC motors, for example, like 14:1 the best. Most older design engines make more power at around 13.3:1. On supercharged cars 12.5:1 is ideal on good fuel and with intercooling. This is what MB runs on C32. On cars without intercooling and less efficient head design one needs to run as rich as 11.5:1 to keep detonation at bay.

As far as octane ratings. In US we use what is called (R+M)/2 method of rating gas. Otherwords, an average of Research Number (RON), which can be also called low load number, this is why it is higher and Motor Number (MON), which can also be called high load number, this is why it is lower. For more info on how and why of octane please follow this link

http://www.osbornauto.com/octane.htm

In Europe, most of the time RON is used on gas pumps, this why it seems like a better gas can be had in Europe.

I hope this answers some questions.
I am getting OD pulleys on my C32 tomorrow, I will post data ASAP.

 

vadim-
Why dont you post yor findings in the SLK32 board as well?
I am sure some of us are interested (as I am) and I know some people do not monitor the C32 board.
Thanks
Subman

 

As always, thanks