Hope to be getting my Headers back from Swain any day now and I purchased some Kleemann Cams. I want to atleast install the cams myself this wknd. I will keep everyone posted and I will take pics of the Swain Coated Kleeman Headers.

 

Save yourself the trouble. Just buy another set of rear tires now.

Keep us appraised, I know many of us appreciate it.

 

Interesting....you gotta get some pictures posted and PM me some info.

 

You just don't stop.........do you ?

 

Hopefully this will be it Dave. No F/I for me. Too much $$. A rear differential maybe last if I could find one. Gotta keep this C36 C43 thread alive. It get's boring around here sometimes.

 

What's up with the exhaust problems (sig) ?

 

That was my old ****ty custom Exh I bought from BMS Dave. Leaked like a **** and just poorly designed. car never really ran completely right and was always noisy as hell. Since I started the new exh thread ,that had been the fix and no more CEL!

 

Did you get your cams in? Also did you get the stuff I sent. Did it make any difference.

Jeff

 

These parts sitting on the mantel like mine? I have a few parts holding down rags on a shelf. Dying to see some pics and reviews of the headers and cams installed. Your killing me.

 

I installed the cams this wknd and it was a semi-***** to do. My whole body is aching as it took me a lot of time to do the install. Wow! From my shoulders to my back, to my hands are aching. I guess thats what happens at 41 yrs of age compared to when I'd do this everyday for hours to other performance cars I've owned in my 20's and 30's . I need the wife to give me a good massage.

It is not for the faint of heart this install as I went over it again and again and again. I find working on a straight six or four cylinder alot less time consuming(changing cams) and little easier, but I did appreciate the experience of doing this on the AMGV8. It was my first one.

Got the headers back from Swain nicely coated, I also installed the phenolic spacers.


I will do a write up in the days comng. I have not really driven the car yet as I don't wanna look at it after being in it for three days straight!

Got to put the new replacement radiator in the M3. Tired of cars at this point. Need at least 3 days recovery.



I don't wanna mention any names but I'd like to thank this person for all there patience and assistance in this installation process. There was not a time that I called that this person did not answer the phone to give me good advice and direction. He was always available even though he was extremely busy. I really could not thank him enuff but I want to thank him and wish him the best on his projects.

I'd also like to mention and thank Rich(Mbenzman)for his advice on taking off the intake manifold. That brake booster line could be a pain in the *** if you don't know what you are doing. Thanx Rich.

Next is to dyno the car b4 I put on the headers. Stay tuned.

 

Carl,

When installing the headers make double sure the O2 sensors go in the correct locations. Lefts on left(Driver Side) and right on right.

I installed my headers again a few weeks ago and while my car ran great for about one week, it slowly started to suffer from misfires and when checking the O2 voltage readouts the left cylinder bank was dead lean.

What I found through Brandon@Kleemann was the above. And when I checked again last night I found my right O2's where on the left and the lefts were on the right. Once I got them in the coorect spot the O2 voltage came right back into spec and the car runs very good.

Just a helpfull experience to pass on. I hope!

Also you won't believe how well the Swaintech coating works in regards to keeping heat in the headers and out of the engine bay.

Jeff

 

Thanx Jeff good to know. I will mark them definitely when taking them out and reinstalling them.

I would also emplore you to get these cams. Took her for a quick sprint today and she runs right thru the redline. Looks like I'll need to raise the rev limiter,no drop off in power whatsoever to my surprise! Just an animal she is now.. No exaggeration.
Amazing they did'nt build this car like this from day 1.

It is also to my understanding that the stck n/a 5.5l cams would be an upgrade for the 5.0 and 4.3l motors.

 

its gonna be Sick... wow can't wait to take a ride lol

 

How are you going to raise the rev limiter? Thats been my $64,000 ? for a long time, and the real key to making some big Hp numbers.

Carl, can you PM or post your dyno chart. Hopefully Hp&Tq vs. rpm

Thanks, As you know Hp = Tq x rpm/5252. So if you can spin the motor to 7,000 rpm and keep the piston attached to the rods and make say 300 ft-lbs at 6,800 rpm then your looking at around 388hp to the wheels.

I think this is very achieveable and if you wanted to get into the lower end and put some lighter pistons in and lighter rods. Have new valve guides made and use a smaller diameter stem and make a lighter valve then you might turn 7,500rpm. Need to check piston speed. But then 500 hp NA is a reality.

Jeff

 

Couldn't you achieve similar levels of power by bore/stroke I believe mkb does this, as well as brabus? How do cost compare between safely raiseing rpm to 7500 vs bore/stroke

 

I think I should start a new post rather than hijack this one.

Carl, tell us more about the cams now that you have had them in for a few days. Did you have to install new valve springs?
Jeff

 

He should not have needed to . The Actual valve opening was alittle more , but he went to a closer lobe center line 114* v/s 116* . He has sent his OE cams to me for inspection . Happy Motoring ___PTE___

 

PTE,

You have the cam data sheets,or have measured the cam lift and duration?

How quick do the MB cams open. I have a set of 2006, C55 cams but have not measured it. I do have C43 intake valves, exhaust valves, valve springs, locks and springs retainers an the rocker arms. I was going to send all this off to a custom cam grinder for discussion and to engineer a performance cam and lighter valves to rev the C43 to 7000 rpm or to 7500 rpm.

Carl if you run a new dyno please post. I am very interested if the new cams extend the torque curve father out in the rev band. As you know these engines do not breathe well from 4000 rpm on.

What stopped me was finding a way to get a shorter gear in the diff and a way to raise the rev limit.

Jeff

 

Jeff I doubt I'll need to do an engine build to accomplish the above you have posted plus it will just be too expensive for me to deal with at this point.
I hope to dyno the car next week. I'll certainly post and or pm you with all info.
The cams certainly have changed the characteristics of the motor. It's very lively,no tq loss at all. I wanna say it's very torquey now thru the rev range and rockets into the red zone. It seems like it's also breathing alot better. I did not have to chg my valve springs at all. I'm waiting to see what PTE comes up with since I mailed him my cam.
I still have yet to put on my headers,which hopefully I can get done within the coming weeks.
My car like I mentioned just goes right into the redline without any sign of drop off in power whatsoever. The topend on the car is effortless and this is certainly one of the areas including midrange where you are gonna see the car now perform even stronger.

I spoke to Rich (Mbenzman) about these cams during install and he felt the difference would be minimal to not at all. Well I'll say I'm pleasantly pleased and love what I have here. I do have alot of respect for Rich's expertise however I have to tell him that these cams are some good worthy pieces. Stck cams are not doing what these slugs do. I just need to get back to him if he has'nt read this as yet.

O.T. To my amazement there is a guy in the C55 section who seems to have a really strong running C55 that's running 12.6@ 109 and 12.7@ 111mph cool temp in Maryland, with Renntech SW,Renntech Airbox,headers,DR's,NO CAMS to my amazement in the 1/4 mile. Here is the thread:
https://mbworld.org/forums/showthrea...02#post2171402
However you stil have to love PTE's 12.6 @111 with a bad launch in the 2.0's spinning in comparrison. Regardless both cars seem to have put up very good #'s for normally aspirated motors.

I am going to talk to Tonino about raising the rev limiter.
By the way have you ever givin him a call? Tonino was waiting to hear from you.

I think if a more aggressive cam is made (more lift) it's possible that the valve springs would need to be chgd. Again I am waiting to see what PTE comes up with.

 

Sounds like a great project. Can't wait to see what that thing makes on the dyno.

 

When I was building a lot of motorcycle engines. We often found that the cam did not nee a large change in lift to make a large difference in the power and engine performance. But how fast you can open the valve can have a pretty large effect. The faster you can open the valves the stronger the initial pluse is too the intake manifold or throttle bodies. This inturn gets the air moving faster into the cylinder and so you get more air into the motor.

A pretty good cam spec to measure or compare is the lift and duration of the cams at 0.200-inches of lift. So if the new cams open the valves faster so the duration is say 20 degrees more on the new cams then you end up getting a significant increase in air flow.

We found that the OEM valve springs were almost in every case to be of much higher quality than the after market springs, but I am refering to motors that rev'ed to 14,000 to 15,000 rpm. But an engine is an engine they (NA Motors) all work the same way. Except that the motors, say a Yamaha R6 can make 120Hp too the rear tire on a dynojet dyno. So with a 15% drivetrain loss that is 138Hp at the crank. But my guess is that the OEM valve springs are still better than the after market springs even at 6000 to 7000 rpm.

Carl did you get a spec sheet with your cams? I would love to see it if you did.

Jeff

 

As soon as I get Carl's cams , I'm going to send them to Germany along with some other OEM cams. Then when they come back . I'm going to make a run up to Crane in Daytona Bch , And have them measured on a Cam Doctor. From what I can tell , at this point. There is 3 different OEM cams for the 5.5 mtr M -113 and then their is the SLR 5.5 M-155 cams. They all appear to be a Dual Pattern , with a inverted closing ramp to set the valve on the seat gently. As so not to pound it out. I'm on the road for the next couple of weeks , so any responses will come back Late. ___PTE___

 

Yes Jeff and this is what Patrick(PTE) mentioned to me about these cams and how they are built.No I did'nt,however Jeff (PTE) is the man to answer this question for you.

 

Great stuff Carl and Patrick. I am very interested to see what info you guys find out.

Also when you get a post from me with missing letters and lots of typo errors, it is because my keyboard on my laptop at home is not working at all. I end up typing a response about 3 times just to try and get it out. Then I reach the breaking point and just send the damn thing mistakes and all.

So bear with me for a little bit with regard to all the typo's on my posts.

Jeff

 

First off sorry for all the questions. So would cams from an slr work with the e55 210 engine? I know its an m113, so i figure it would. Yet I am not sure besides the compression ratio and kompressor what is the actual difference between the 211 e55 m113 motor and the 210 e55 m113 motor. Would you guys be able to fit the vrus 80mm tb on your cars? How about the cf airbox? Or are there fitment issues with those? Moreover, is the engine in the 209 clk55 and 203 c55 the same engine as in the 210 e55/208 clk55? I assume that the heat spacers patrick makes for his clk are the same fit for the 210 e55 seeing as you bought a set, which would further lead me to believe there are no actual changes. And lastly what mods have you done projectc55? I know of kleeman heated coated headers, kleeman cams, pte heat spacers, and bms exhaust? Please correct me if I am wrong on any of this, I just think it would be interesting if mercedes did not change the engine at all between the 208/209 clk 55 which would mean the 210 e55 203 c55 and 208/209clk55 all have the same engine.