Looks AWESOME

 

Here are some ballpark figures on the extra stuff you might need:

Bosch 044 Fuel Pump: $225
Bracket: $25
Kenny Bell Boost-a-pump: $250 (not required if you are going to use the Bosch fuel pump
Vortech Super FMU: $350
Various AN fitting: $20
Split second voltage clamp: $90
Split second PSC-1: $292

 

Your cylinders were def out of spec when Vadim tested it, but obviously were in perfect order when you Dyno'd This members Kleemann S7 is right inline, also a testament to my early posts on why the OP's AMG retrofit will more than likely not make 450rwhp/450rwto w/out these additional extensive mods...

Mods made to achieve above #'s
2005 C55K AMG | Kleeman S7 |
Kleemann Twin-Screw Supercharger | Kleemann ECU | Kleemann Headers | Kleemann Downpipes /w Hiflow Cats| Kleemann Fuel System | Kleemann Cams | 70mm Pully | W211 E55 Airbox setup | K&N Filters |

 

UPDATE..!!!!!!

 

You might want to verify with Vadim directly but he did a Compression test on my car and two of the cylinders had less than 100lbs of pressure while the others were around 170 or higher I believe. I left the paper with the actual numbers for each cylinder in my car at Vadim's shop. I would also ask Vadim send me pics of the damaged pistons so I can post them on my thread.

Vadim told me that the car actually hit 450rwhp before he de-tuned it for daily driving conditions with these two bad pistons. I will never know now since the car is torn down and will be completely different when its put back together. I still have NO Doubt that he can hit 450rwhp when the car is properly tuned.

 

Found the problem if the wacko A/F spiking. It was the ecu Map. We got a new file today and it fixed most on the problem with the A/F except for the 3500-4800 spike was still up around 15 and then it dropped down into the 12 and a bit in the 11's... Fuel pressure test was spot on.

So yeah there is a big lean spot that needs fixing in the 3500-4800 rpm area. after that it just drops right of to normal levels.


It was our first time we got to run a full pull with the car. With this funky map my car made 430whp and 440wtq. at only 4.7 to 5.2 PSI of boost! Were are thinking with my free flowing custom exhaust boost is lost but the CFM's are still there. Were are going to do a CFM test Monday along with a bunch of new custom maps to get this car running safely.

 

WOW almost as strong as a full Kleemann S7-S8 Package can't wait to see your dyno

 

Not to sound like i'm knocking anyones car, All those kleemann s7 s8's are freakin sick. I just haven't seen a Kleemann SC car on a Dyno-Dynamics dyno but I seen Dyno-Jet runs at about 450whp.

I did a pull on a dyno-jet before my blower and hit 387whp and only got 355whp on the dyno-dynamics. Makes me wonder what this thing would do on a Dyno-Jet... 450-460whp??? Thing is my numbers of 430whp and 440wtq are not final numbers yet as the tune is far from dialed in. You never know I may loose some power or maybe gain some when its all said and done.

When I saw 440wtq with this tune that needs about 8-10% more fuel in the mid range and just a touch up top, we all had some sort of smile on our face from the numbers.

On the plus side the car sounds unreal.

 

time to update the sig =)

 

Excellent! I'm glad it's paying off for all your time/money etc.. Def seems a great deal stronger than the normal Kleemann S8/S7 flat-out goes against the grain...What octane were you running during the pull?

What gear did they run the dyno in 3rd r 4th?

You got 387rwhp on dyno jet?? N/A def a strong/fact freak

 

congrats...i'm sure your hitting over 450whp on a dyno jet. Usually a dyno jet reads about 5-10% higher then a dynodynamics. I knew you break into those 400's with the compression ratio so high. I hope you can work out the fuel issues.


I know higher compression engines tend to respond better to boost from my honda days, only problem is there more diffcult to tune.

good luck..

 

+1, I am even noticing some "nip slip" there too. Sorta like pulley slip BUT much more fun!!!

Mike, the engine looks great. Can't wait till we see the "final" results and start up!!!

 

I'm feeling good about a Monday wrap up. We will have alway to mess with the intake and play with a bunch of custom maps. as of right now we got 430whp and 440wtq on a bad map.

 

If the total price is less than a Renntech SC kit then they should start marketing this for other C55 owners. I don't know if the OEM blower is the same size as the $12-$15K Renntech blower but I know both are Lysholm/IHI twin screws.

Ask your Dyno-Comp guy to measure your blower against the Renntech blower or just get the size and volume specifications on each.

If Dyno-Comp can offer a package price that is 10-20% less than the Renntech then they may have a good although small market for a clone of your build. So far your car is running stronger than an S7, AMGDragon had a 431rwhp with a twin-screw and Alumnar's 440rwhp is running on 8lbs. Your car is also much stronger than the new roots style Kleemann kits that max out at 410rwhp from what I've seen as well as another Renntech'd C55 (BennyZ) that maxed out at 410whp.

When you post your final dyno chart, also include the data table that shows the boost levels at each RPM/speed. Also apply SAE 5 correction factor, select 3rd gear, use 91 Octane and keep the hood down (no ice) as this is the standard for measuring usable power and simulates normal driving conditions. That's what all my tuners did with my car.

You are doing C55 owners proud and making it viable to compete with the modded C63s where upgrading for $10K is still much less than taking a 35K hit to trade up. Yes the cost to mod vs. swap to an E55 are about the same (take a $10K hit) but the C55 although less luxurious is much more fun to drive on the track.

 

While I like the c55 give me the C63 or E55k with the MHP or VRP mods anyday for the track. The C55 has taken and is taking a hit everyday as are all the AMG's. It will be the same thing as the C63's get plder and they will still run 11's all day modded,look and handle better.

However a S/CC55 is an expensive project but def a nice beast to own.

 

This is strange but Cory just told me the E55K SC is a 1.8L IHI and the Kleeman V8 SC is a 2.2L Autorotor but....Vadim just measured both in his shop and the E55K SC is almost 1 inch longer than mine but he did not compare the width. So who's right?

Maybe Cory was looking at the M112K C32 blower rather than the M113K blower? I personally think the M113K is actually the Lysholm 2.3L which makes sense based on Vadim's physical inspection. If this is true, then both the Kleemann and the OEM SC makes the same CFM.

http://www.kennebell.net/techinfo/fo...RvsLYSHOLM.pdf

Does anyone know what's the maximum psi an E55K is running at?

Cory told me that a 60MM pulley on a Kleemann will make 1BAR (12psi) but I want to make 20psi by combining it with a larger custom Crank pulley or else I'm going TT.

Hooley,
It looks like you made the right choice by going with the AMG retrofit! For me. It looks like Turbo is the way to go to reach my goals but was advised by Cory that the block may not withstand 30psi or more.

 

I disagree with you there partner. Looks cant compare.
Modded and handling i'll give to you.

 

I learned a few more interesting facts in the Comparo:

The 55K housing is much bigger and thicker than the Kleemann therefore SC is indeed 1.8L but it has a 2:1 step up ratio instead of the Kleemann which is a 1:1 ratio. Therefore the 55K SC generates more boost per revolution despite the smaller and shorter rotors inside.

The rotors on the 55K SC are hollow and coated with Teflon while the Kleemann rotors are solid and coated with Nikasil. Therefore the 55K SC is lighter but the Kleemann SC is stronger. The bearings on the Kleemann are also bigger then the OEM SC. The intercooler on the Kleemann is more efficient than the OEM version which generates a ton of heat so a large heat exchanger is absolutely critical.

In general both are excellent SC's but the OEMs are lighter and have the 2:1 step up ratio which means they will create more boost by spinning much faster (lighter and different gear ratio) up to 20+psi like the C32s at the expense of reliability and extreme heat build-up with the same sized pulley. This explains why the E55s need alot of cooling mods and why both C32s and E55s go into limp mode so often. Finally the Kleemann rotors have 4 male lobes vs. 3 male lobes on the OEM so less inertia and power drain.

 

1 bar is about 14.5 psi....

 

We need updates Hooley!

The car should have been tuned by now right?!?

 

update!?

 

The car is finished and it is insane.

here is the link to the thread
https://mbworld.org/forums/c32-amg-c...-complete.html