Shine

Gentlemen :
It's my first time to install Kleemann S/C, the package has just arrived and I was informed to drop my CLK in the dealer next Monday.
I run-in 4500 km already and hitted e-limit 260 km/h effortlessly
(not that fast as my C32 did, but it's fast enough)
Oil changed once at 1500 km, I used Repsol 5w-50.
Mods done so far
(1) 18' 245/40 8.5J 5mm + 275/35 9.5J 20mm P-zero rosso
mm : spacer
(2) Hi-Lo kits to lower my CLK, about the same height as stock W208.
(3) Strut tower bar & BMC air filter.
(4) Brake kits : AP 6 piston brake + 355 mm disc.
(5) Special order an oil cooler & wait for this surgery.
(6) Special order AMG 320 km/h speedo meter
(7) Delimiter, anytime I want to.

I'd love to hear from you
(1) Good or bad your experience after S/C your car
(2) Advice if any.

Thanks !

JamE55

Shine

Sounds awsome! Do you have any pics to show?? Would love to see your car. Also pls check your PM.

Thanks!

C-Kompii

Guess you would need to remove your speed limiter too

btw, if you don't mind me asking, where can you take your car to that speed in the crowded streets/freeway of Taipei?

-G'day-

karl k

Shine needs that speed to hydrofoil to the mainland, the PRC -- fassssssssssssstttttt

w208amg

I've heard that s/c puts more stress on engine. A few questions:

Can car still be serviced by mb dealer?
Any good recommendations of installer in the NJ area?
How does the kleeman compare toother suprchargers out there?
Can MB retrofit its own (from sl) s/c onto clk55 engine?

w208amg

Attached is a clip from an article on superchargers from European Car Mag that cites some of the issues with kleemann type s/c. Maybe mach430 or kleemann can comment on this issue. It seems the screw type s/c is the best application to really boost power, but before I drop $20 thou on it I'd like some feedback from the forum. thanks

The main drawback of positive displacement compressors is that the fill/discharge cycle is discrete or, more simply, lumpy: Air comes in bursts, rather than smoothly and continuously as with a centrifugal compressor. Adding to the problem is the fact that most positive displacement schemes compress the air simply by shoving it into the intake manifold. As a chamber of not-yet-pressurized air is opened to a manifold full of the already pressurized air, air first rushes from the manifold into the chamber, before being shoved back out into the manifold. Thus, much of the air is pumped twice, and it goes past the edges of the supercharger exit three times. The resulting turbulence heats the air, reducing compressor efficiency.

karl k

There are pros and cons.

Here is a current discussion on ALL issues, incl. warranty and insurance re Kleemann/performance mods:

https://mbworld.org/forums/showthrea...threadid=15872

Shine

Gentlemen :
Before my decision, there're some facts convincible
(1) Local agent of Mercedes & Kleemann are the same dealer
which easy the warranty issue a lot.
(2) They've installed 5~6 cars of Mercedes V8, I join not only
as a "drop & take" customer but involve discussion many times
to well know if any failures occurs on those cars.
I won't said everything is perfect & leave that to the Kleemann authority. but I'm glad to know their professional &
cutomer satisfication oriented attitude, engr. & manager
They NEED customers like us to feedback and challenge their
knowledge to prevent them play grease monkeys plug & play anything give to them.
(3) I'm the moderator of an organized MB club here in Taiwan
we share all information about mods, never a dealer(tuner) dare to disappoint such a group.

(4) I read cases from you,enthrusiasts in the states, same mods
practiced, I don't doubt the Performance improvement but those owners willing to share anything & trigger the cycle of improvement. Then we benefit both sides.
a good deal ?

Shine

C-Kompii, You bet it.
That's a problem, glad I'm not living there Taipei.


Gentlemen around, appreciate your input, thanks !

Norm C32

Shine, you'll love it. I drove the CL55 Kleeman supercharged. Pretty impressive even with four guys in the car. Something like 560hp and 500 trq!

Norm

JamE55

That sounds about right!

Shine

Thanks, Norm.
Dropped my car in the dealer last Saturday.
Kleemann package is lying there, the engr & technician reviewed
the parts list and replied me everything is ok.
It takes 4~5 working days to complete the installation
including necessary test runs.
A friend lives nearby will keep an eye on it, bring the ECU
to another source & delimit my CLK.
I'll post pics & give comment later when I received it.
At the Performance upgrade forum, of course.

karl k

If it take that long to install and test, how long will it take to "uninstall"?

I read, that the Kleeman installation is "easily reversible"!?

Brandon @ Kleemann

This is a good description of a ROOTS SC (Eaton) but not a SCREW type SC. You cant really call a ROOTS a compressor- it simply moves air into the intake at an overvolume ratio that leads to pressure. A SCREW type, however, COMPRESSES air between its rotors so the chanrge exits the SC under positive pressure. The SCREW type has a "built in pressure ratio" meaning the air charge leaves the SC at a pressure defined by the shape and size of the discharge port. As long as you do not run more boost pressure than the built in pressure ration there will never be any reversion of charge. This is one of the reasons why the KLEEMANN system can make such fantastic power at low boost- outstanding compressor efficiency!

w208amg

Does that mean that the s/c provides increased power at low rpms? Is there a dyno chart for the 55 somewhere? also, how much does fuel economy suffer with the s/c. Lastly, are there any other changes that need to be made to the ecu to accomodate the s/c. Thanks for addressing these questions.

Shine

It's an efficient one.
But I'm curious once the boost is setup a little higher
How to sustain the A/F ratio below 13.5,(especially in high rpm
of gear 4 & 5th) refine the ECU is quite lousy.
The technician compared three gas nozzles
C32 >> V6 > V8 to my surprise, V8 gets the smallest gas nozzle in diameter, I think it should be larger......
I'll keep the stock boost for safe.

Brandon @ Kleemann

A positive displacement SC is driven by the crank of the engine at a defined ratio. Lets say its 2:1. This means that at EVERY engine speed possible the SC is turning at the same ratio to the crank, making MAX boost pressure available at any time. There are some problems with this example, they are:

1. At very low engine speeds (1000 RPM) the screw charger is not at its efficiency peak. It will easily make 60% of its boost pressure at idle. Full boost by 1800 all the way to redline.

2. As the volumetric efficiency of the engine goes from bad to good to bad the boost will change, albeit nearly immeasurable.

There are plenty of dyno charts available, I will post one from the office in the morning. No ECU mods are required- we address fueling outside the ECU system.

Brandon @ Kleemann

Fuel injector physical size has nothing to do with flow. The 3.2 V6 and 4.3 V8 are making nearly identical HP per cylinder (about 35). If injector duty cycles were the same from engine to engine (which they are not) the 5.5 NA engine should have the largest injector as it is producing nearly 44 hp per cylinder (a 25% increase over the 4.3).

I agree you should leave the boost as standard delivery-

w208amg

What do you mean that you address fuel needss outside the ecu. Also, I'm concerned giving my car over to a dealer that doesn't get many calls for a s/c conversion. What can you say to this?