My New Project
02-17-2012, 08:44 PM
#26
Member
yes, with your planned composition too 
you lost 1.3mm with the 84mm crankshaft, 148,5mm rod (origi C32/M112 3,7) and the 55k piston...
for normal compression you must mill off the block to 1.3mm, or you need longer (1.3mm) rods....
you lost 1.3mm with the 84mm crankshaft, 148,5mm rod (origi C32/M112 3,7) and the 55k piston...
for normal compression you must mill off the block to 1.3mm, or you need longer (1.3mm) rods....
02-18-2012, 06:00 PM
#27
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2002 C32 AMG
hi robert am karim ali's friend i have a question to ask you why dont you put the e55 kompressor on the stock c32 engine wouldnt that allow you to raise the boost and therefore make more power ??
02-25-2012, 03:58 PM
#28
This week we didn't work on the car, i was busy and i got a baby
'German32er' yes i'll mill off the block and it's easy, cheap and alot cheap than making customs rods. i'll take 1mm off the block instead of 1.3mm to lower the compression to 8.78 and to make place for bigger pulleys.
Karim to go with the 55 SC on the C32 engine there is big chance to went a lot higher then 1.5 bar boost, it's risky, we have to go with bigger pistons to lower the boost.
'German32er' yes i'll mill off the block and it's easy, cheap and alot cheap than making customs rods. i'll take 1mm off the block instead of 1.3mm to lower the compression to 8.78 and to make place for bigger pulleys.
Karim to go with the 55 SC on the C32 engine there is big chance to went a lot higher then 1.5 bar boost, it's risky, we have to go with bigger pistons to lower the boost.
02-28-2012, 01:41 AM
#32
Member
have you think about adjustable camshafts wheels....
you need it, if you mill off so much, to set absolutely correct camshaft timing
you build now an "cheap" (
) 3.7L.to build the 4.0l you need only the crankshaft and this costum rods more.
if you look at your total expenses, which would not be soo much more, and you would have 300cc more ....
a high-end build engine was never cheap
Last edited by german32er; 02-28-2012 at 01:44 AM.
03-01-2012, 05:33 PM
#33
Thanks guys it's my second girl!
Well this week we make all calculations for compression ratio, and everything is solved and i didn't payed anything, tomorrow i'll make a detailed post about it, no milling of block! the 55k pistons will not work!
Some pics:
Well this week we make all calculations for compression ratio, and everything is solved and i didn't payed anything, tomorrow i'll make a detailed post about it, no milling of block! the 55k pistons will not work!
Some pics:
03-04-2012, 06:11 PM
#34
UPDATES:
I mentioned before that the 55K pistons will be used in this project, so after some work and research the 55K pistons will be swapped with 55 N/A pistons from W209 or C55, reason:
Compression ratio formula:
CR=(D + PV + DC + G + CC) / (PV + DC + G + CC)
D = Displacement
PV = Piston Volume
DC = Deck Clearance Volume (distance between the top of the piston at TDC and the deck of the block)
G = Gasket Volume
CC = Combustion Chamber Volume (engine heads)
If i started by calculating 55K engine:
let's take PV, DC, G and CC as one factor V and try to calculate V for 55K engine (DC is same for all 112/113 engine, G also the same, CC is also the same only 55k differ by a very little volume-assuming the same now we can get the difference between piston volume by calculating V)
formula now is: CR= (D+V)/V
D for all 55 engines=3.14*bore*bore*stroke/4= 3.14*97*97*92/4= 679864mm2
CR=9=(679864+V)/V so V 55k= 84983mm2
now for 37 engine, D = 3.14*97*97*84/4= 620746mm2
if we want to use the 55k pistons in the 37 engine the 55k piston will be lower by 1.3mm from deck block, so the volume made by 1.3mm is 3.14*97*97*1.3/4=9607mm2
CR for the 37 with 55k pistons will be= (D37+V55k+V1.3)/(V55k+V1.3)=
=(620746+84983+9607)/(84983+9607)= 7.56
also the heads of 55k(Combustion chamber) are a little bigger from 37/55NA so this nb will vary a little up to 7.7 or 7.8.
so this nb is very low for compression ratio, we have a choice to mill the block 1.3mm and we get CR at 8.3 to 8.5 and maybe the camshaft timing also will deffer by milling the block 1.3mm.
so we did not go with this route, we went with the w209 55 pistons,
W209 55/C55 has 11.0 as CR and the pistons are also lower by 2mm from deck of block.
CR w209 55 = 11= (679864+V 55)/V55, V 55= 67986
V of 2mm= 14780
CR of 37 with 55 w209 pistons = (620746+67986+14780)/(67986+14780)
= 8.5
Result if we use 55 w209/C55 pistons we get CR = 8.5 and we will not touch the block or camshaft timing. and this is what i want with lower CR for making room for bigger pulley and more power.
i swapped the 55K pistons with 55na ones without paying anything, so the problem is solved (cheap). Also 55 n/a pistons are less weight than the 55k:
55k= 582g
55n/a w209= 532g
C32= 512g
55K on right w209/c55 on left
55K chamber
w209/c55 chamber
37 chamber same as W209/c55
double spring valves of 55k installed
Compression ratio formula:
CR=(D + PV + DC + G + CC) / (PV + DC + G + CC)
D = Displacement
PV = Piston Volume
DC = Deck Clearance Volume (distance between the top of the piston at TDC and the deck of the block)
G = Gasket Volume
CC = Combustion Chamber Volume (engine heads)
If i started by calculating 55K engine:
let's take PV, DC, G and CC as one factor V and try to calculate V for 55K engine (DC is same for all 112/113 engine, G also the same, CC is also the same only 55k differ by a very little volume-assuming the same now we can get the difference between piston volume by calculating V)
formula now is: CR= (D+V)/V
D for all 55 engines=3.14*bore*bore*stroke/4= 3.14*97*97*92/4= 679864mm2
CR=9=(679864+V)/V so V 55k= 84983mm2
now for 37 engine, D = 3.14*97*97*84/4= 620746mm2
if we want to use the 55k pistons in the 37 engine the 55k piston will be lower by 1.3mm from deck block, so the volume made by 1.3mm is 3.14*97*97*1.3/4=9607mm2
CR for the 37 with 55k pistons will be= (D37+V55k+V1.3)/(V55k+V1.3)=
=(620746+84983+9607)/(84983+9607)= 7.56
also the heads of 55k(Combustion chamber) are a little bigger from 37/55NA so this nb will vary a little up to 7.7 or 7.8.
so this nb is very low for compression ratio, we have a choice to mill the block 1.3mm and we get CR at 8.3 to 8.5 and maybe the camshaft timing also will deffer by milling the block 1.3mm.
so we did not go with this route, we went with the w209 55 pistons,
W209 55/C55 has 11.0 as CR and the pistons are also lower by 2mm from deck of block.
CR w209 55 = 11= (679864+V 55)/V55, V 55= 67986
V of 2mm= 14780
CR of 37 with 55 w209 pistons = (620746+67986+14780)/(67986+14780)
= 8.5
Result if we use 55 w209/C55 pistons we get CR = 8.5 and we will not touch the block or camshaft timing. and this is what i want with lower CR for making room for bigger pulley and more power.
i swapped the 55K pistons with 55na ones without paying anything, so the problem is solved (cheap
). Also 55 n/a pistons are less weight than the 55k:55k= 582g
55n/a w209= 532g
C32= 512g
55K on right w209/c55 on left
55K chamber
w209/c55 chamber
37 chamber same as W209/c55
double spring valves of 55k installed
03-04-2012, 06:56 PM
#35
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2003 porsche 996 turbo
why not bore the engine bores and then sleeve them removing the nickasil lining and then allowing you to use a high quality ross piston in any compression ratio you choose? im following with interest but it seems your taking the hard road to do this.
in the crossfire world there is a turbo charged pushing a s/c engine with 8 to 1 compression pushing 30 psi and still tuning for power. all on a 3.2 block
in the crossfire world there is a turbo charged pushing a s/c engine with 8 to 1 compression pushing 30 psi and still tuning for power. all on a 3.2 block
