I highly doubt that. I just had a dyno done as did mario and it worked fine ;0)

 

I think Linh is right and I am probably wrong since I admittedly know little about cars. All I know is that the three lines were above a tad under the dashed lines. Are the dashed lines 12 or 13? Help me out here.

 

Funny, I would think that somewhere in that post you would of put Mark's or Josh's name for taking the time to show you what was wrong with the car in the first place. Without his money to put up for the free dyno to you, you would still be driving around a car torching sparkplugs.

 

Actually, I think HPS owes Josh R a drink for bringing this problem to light, pointing out that the previous dyno graph was fraudulent, and explaining why the injectors HPS was using were wrong. lol

The kit only being out for a short period of time is no excuse - it shouldn't have been released to the public until the problems were sorted out. Customers' expensive cars should not be used for R&D, especially from a company that claims:

"Many months and years went into research and development, and our engineers went the extra mile to ensure proper fitting, performance, and durability. All components in our systems meet or exceed Mercedes-Benz's own high standards."

Hopefully this will solve the problems once and for all...

 

True indeed. Even though the three owners are the guinnea pigs. Josh and Mark were the ones to reveal the problem with HPS's lack of tuning on the Gen II's. I can't believe more HPS owners did'nt verifty their own dyno results sooner. I was told to wait for a month or two before getting the car dyno'd because the factory ECU will adapt over this period.

Adam has said over and over again that he owes the two of you alot of thanks because it were'nt for you guys. All HPS Gen II owners would not be aware of the potential AFR issues. He has also said he respects your knowledge and still welcomes the opportunity to do business with you in the future.

 

And an enormous amt of $$ does not come out of your pocket! I'm just kiddin AMGSC.I am watching all this closely as I was considering this system..

 

Monday will be very interesting! 430+rwhp or broke! Any ideas on why boost would fall that much in 2 days?

 

Could be anything like a defective S/C,or you may still be running a little phat on the fuel trim side(RICH).Or you need to replace the sparkplugs since you went from very lean to super rich. I know this stuff affects turbocharged cars and boost.I'm assuming the same for supercharged vehicles.

 

Thanks! The spark plugs crossed my mind also because I heard Josh R mention that they used the platinum plugs instead of the colder plugs he recommended. Bill and Jim did confirm that they were the stock C55 platinum plugs. I will ask Bill about it on Monday. I hope that's all it is.

 

Fouled plugs on a turbo car causes incomplete combustion of the cyinder charge which in turn create's less exhaust pressure for the turbo to use for spooling. Which means less boost less horsepower. In the case of a supercharger it would in a sense make less boost only if it was a complete missfire.

 

Yes that is indeed correct,this is in essence what i'm saying! Thanx JR1.Check your plugs and use colder ones AMGSC.

 

I learned this lesson after installed Kleemann pulley kit on my Slk 230 about 4 years ago. It was running in the 15.5:1 air fuel ratio (btw, Vadim dyno and verify the lean condition for Kleemann) and Kleemann didn't help me to find a fix for it. I did it all on my own !! Anyway, from that day, i told every to DO not trust what ever the manufacturer say and alway re-dyno the car to verify everything was running right. And because of past bad experienced, I was going to re-dyno on my CL after HPS sc installed but was waiting and hoping HPS would find a quick fix to my problem of fuel cut off at redline in 3th gears before i re-dyno again. But times sure fly by so fast that i didn't realize it was 6 months ago. I should have done it when first thought. I personally want to THANKS Josh discovered our problems.

 

I could be wrong but what i saw was a #12 line on the graph in bold and your air fuel ratio line under neat the #12 line. I was so excited that Jesse was able to tuned your car air fuel ratio so fast that i don't remember much. To behonest, i didn't even remember your hp gain..lol. I didn't care much about hp gain at that time. I was more concern about the air fuel ratio. Jesse did an excellent job. He took his times and did the tuning one step at a time. Another word, he started out with tuning only the air fuel ratio first. Once he corrected the problem, then he going on to the next step with timing...etc. At first, i thought he was going to change everything at the sametime. It was a good day for all 3 of us !!

 

Robert,

After reading your above post, I'm glad to hear some progress has been done by HPS/MechTech. Hummm...from 365rwhp to 430+rwhp is a tall order, but I wish them best!

I had several vaccum leaks on my HPS kit, a few were fixed by Bill and some not, take it upon yourself to constantly check. The top manifold is bolted via (22) allen screws to the floating blower hardware, why they didn't use Loctite surpasses me But anyway the screws eventually unloosen and thus leaks around the edges between the top manifold and sub mount, remember the manifold is pressurized and should be completely sealed! Also, when I used the Aquamist, bubbles would form around the leaks, as soon as I picked up the car I installed a boost meter the following day...guess why.

Have them inspect the area around the vaccum actuator control unit, the bypass valve is a constant open & close depending on vaccum pressure, a metal lever hits the blower hardware and may have caused you a small hole/chip.







Good Luck and let me know if I could be of any help!

 

NGK- BKR7E (6097)

 

I Think Adam (SHOULD) stop over at The House of Power and THANK Josh in Person.....Oh and pay us for the dyno pulls!

Soooooooooo Is HPS going to RECALL ALL of its kits and Installs?

 

Does Josh @ House of Power have a 4 wheel dyno? I haven't heard or seen him for over a year now...I'm curious to see what the W164 will pull.

 

This is outstanding advice! Thanks again for the detailed explanations and taking the time to post the actual pics of the problem areas. I imagine HPS would be very grateful for your tips as well. Adam mentioned that you were one of the most knowledgeable HPS owners of all and that you wanted the very best components and if it were'nt for cost infeasibilities they would have put all the enhancments you made into the standard kit.

 

I never expected the HPS Gen II kit to be flawless, and quite frankly what system is? I am bewildered why since my install (approx. 1 year and 2 months ago) there are still a handful having issues with HP claims. I do know Adam well and have met most of the HPS/Mech Tech engineering team, they are determined to market the best product and I respect that.

I really do hope they get your car & the others running at optimal level, the Magnuson unit they chose has good potential, my buddy has one on his Caddy CTS-V pushing 470+rwhp, it's a sleeper with the expection of the whine...the real fun factor is stoplight to stoplight.

 

Actually, you do have a choice... didn't Adam offer to give you a refund? Your car is still not making the power that HPS claims for the "basic" kit that you purchased, and now you have their additional "tricks" installed and it's still not up to par. Do you know how expensive it will be to replace your C55's engine if it's damaged from all this 'experimentation'? Do you think Mercedes will warranty it if something fails? You do know that your engine has already undergone serious stress (thermal & otherwise) from being dyno'd & driven all these times with a lean A/F ratio (esp for a Forced Induction car), and may have a shortened lifespan. I'd probably suggest that someone at least inspect your plugs for signs of excessive detonation, and look at the piston tops with a borescope to see if there's any signs of damage before going any further.

Seriously, I think the big point everyone is trying to make is that HPS should have done all their homework before selling the kit. Putting a kit on the market generally implies it's been properly designed, engineered & tested to work as advertised. I'm an engineer and have been involved in product design & development for years now, and I'd be bankrupt if I put out product that didn't work. Sure, sometimes glitches happen, but this is a major issue that their tuning was this far off, and they sound like they didn't know or understand the problem. That really blows their credibility in my book. The major manufacturers we build stuff for would shut us down with charge backs in a heartbeat if I did this. Why is it small tuners that do this stuff to our expensive cars are given the "oh well, they're trying..." excuse?

Overall, if they learn from these mistakes, the HPS kit will be better thanks to your patience with them, and may actually become a decent kit. But after hearing of your debacle, I am SOOO GLAD I didn't buy one months ago, even though HPS assured me that "everything has been completely tested and is reliable or we wouldn't have put it out for sale". Somehow, I didn't believe that statement, as when I started asking questions about thermal loads on the cooling system, EGT's measured before & after, intake charge temps, oil temps, A/F ratio, emissions, etc, and they had no technical answers for me. Just a few reassuring words that they did their homework & all was fine. Good luck AMGSC, I hope it works for you before something breaks in your quest for power.

 

Actually, Adam never offered a refund and I never asked for one (yet?). Bill K only made a statement to me probably out of frustration that he could easily "write it off" but was determined to fix the problem. I inferred from this statement that they would offer a refund. If the car never makes the horsepower after the FINAL try on Monday then I have many other options but none of them would involve further testing of my vehicle.

I admit that my curiousity could backfire big time as further damage to my car could occur on Monday. I will take your advice about checking the pistons and engine internals for any damage. All of you forum members are also my support group and I appreciate that greatly.

 

Well sounds like you guys are on the right track. Before making final conclusions on tuning sucess, drive the cars and see how every day driveability is.

My guess, belt is slipping. 6.5 psi might be the max that current belt drive can accomadate. M112 takes close to 90HP to spin. If someone has a picture of the blower belt drive arrangement, please post it.

I do not mean to "rain on your parade", but I highly doubt you will see much over 380 rwhp with further tuning. To reach 430 rwhp, you will need either 12 psi, which not likely for the reason above, or headers, cams and further tuning to get there. Simply look at DragonAMG's signature.

I wish everyone best of luck with further tuning progress. Please post dyno graphs. Thanks.

 

Bill at HPS told me that the 2006 C55 has a 10.7 to 1 CR and NOT a 11.0 to 1 as everybody stated. Did MB round up? Where and How can I verify Bill's claim?

Would'nt headers make the car smog illegal? How does Kleemann do it without violating CA's strict emissions regulations?

 

Kleemann products are CARB certified.

 

Well where did Bill get his claim from would be my next question?Mb states 11.0:1 compression for 2001 and up N/A M113 5.5L motors. Go here and look it up!
http://www.mercedes-amg.com/