immelman

roadtalontsi

56k still going strong. Already did headstuds and buckets at about 30k for preventative maint. being a 2010 car. No abnormal wear and tear or failures. broke a driveshaft - it was a really cold day tires weren't really warm yet.... I run toyo r888's on it for street tires - went from spinning to traction pretty quickly and snap - that was at about 53k. Thermostat stucking open through fault code (pretty normal on a car this age), idler pulley bearings got noisey - replaced with updated dual bearing pulleys. Belt stretched aswell. rebuilt transmission once - factory replacement parts at 30k. Starting to slip into 3rd gear again - will upgrade this time around since it's out of warranty. All pretty normal expectations considering the abuse this car has endured. it's a Weistec stage 2 car. Mutliple 11 second 1/4mi passed on slicks and radials/street tires. Lots of daily abuse. 2 road course days. 2 Drift days. If you're located in the dfw area and are interested in checking it out - message me.

mr747

NO problems here with stage 3 SC blower except a couple of broken transmissions

Lots of QTR mile passes and lots of dyno runs

putter

Well, I'm glad it was nothing serious.

Phil_T

Southways

A well designed & good condition supercharger will not damage any engine in reasonable condition - however a calibration not matched to the supercharger, application, environment (inc altitude), & other modifications will.
A supercharged engine will put more strain on most other drive-line components. The most common failure mode is that skinny bit of black rubber that connects the engine to the pedosphere.

immelman

East Coast Euro

If you are pre facelift C63 I would recommend doing the head studs etc first. The more power you add the more likely the trans will start to slip as well. We have seen cars with no issues with stock head studs and stock trans but for peace of mind we recommend the head studs prior to Supercharger on prefacelift.

The ESS tune limits torque to help save the transmission. On the lowest boost setting and 93 octane our C63 with ESS supercharger and headers ran 10.8@132 with a mid 1.7 60'. This is a 78mm pulley, you could easily turn the boost up but we wanted to test the kit as is. Let us know if we can help.

Hackin247

East Coast Euro

That's a valid point. I don't think the engineers at AMG build them to account for Superchargers but I do think they overbuild them to handle more power. The exact number is up for debate.

As for the extra 30-50hp needing beefed up internals I'm assuming you're referring to the P31. In which case, if you look at E63, S63, CLS63 etc they do not have different internals and are pushing over 500hp from the factory. AMG just limited the C63 power in the ECU so it wouldn't be faster than their more expensive models.

Cory @ Weistec

Our Weistec superchargers have been setting records for many years now without problem. The 63 engine is a stout assembly, and as many have stated the weak point is the transmission. However, our stage 1 and 2 superchargers don't push the limit of the transmission, though higher mileage vehicles may see some issues with worn clutch packs sooner than others. Our stage 3 is a whole different animal, however, and requires the use of our upgraded clutch packs.

No matter what direction you choose to go, reliability will be there so long as you maintain the vehicle and the supercharger system that you choose.

Nothing beats the sound of that supercharger whine!

immelman

Cory @ Weistec

From our experience, the most we can really put down on a factory long bock is roughly 650WHP and 550-575WTQ. Once you start getting higher than that, you'll risk shredding internals. We built our Stage 3 to fit right under the limit on a factory long block. Built bottom end can take you skyward at haste.

immelman

Cory @ Weistec

With the added stress on the rods and pistons, you start to see a lot more wear on the walls of the piston which essentially leads to piston failure. Generally, we don't see rods breaking and going through the block, but it has been noted to happen before. Generally the entire rod and piston assembly should be replaced as a whole, as well as the addition of ARP head bolts.

mr747

Further to this there are lots of cars around the world running more then 650whp on factory bottom end as Corey mentioned these engines are strong from the factory and the engineers were even over thinking because on the block there is even a provision to drill and tap a oil feed for a turbo conversion

You tell me AMG werent over thinking when they were building these engines

G_Money

Does having a P31, 507, Black Series, etc. mitigate the need for a built block at all since they are factory equipped with forged pistons, con rods, and crank shaft?

Cory @ Weistec

Truth be told!

The P31 package bottom end only consists of forged pistons. The rods and other internals are the same. There is higher peak power capacity, but you still run into the issue of the rods being a weak point.

mr747

The forged piston material is actually softer then the cast material and the forged pistons are actually smaller then the cast pistons

So who really knows which engine variant is actually stronger

Cory @ Weistec

The forge pistons are definitely stronger. By nature the process of forging vs casting provides a stronger more durable piston.

skratch77

It be nice to see a compression test on a few cars with day 15k miles of boost.

immelman

mr747

He has a stage 3 now and has for a couple of years and hasnt had any failures just normal wear and tear

G_Money

So the crank shaft and con rods are not the SLS variants? That's pretty lame seeing as that's how they advertised it!

layzie12g

128K on mine without a single issue. Stock bolts, cams and lifters as well.