W208 supercharger, what's everyones setup?
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From: Downingtown, PA
CLK55 AMG
W208 supercharger, what's everyones setup?
So I bought my w208 cabriolet project one year ago. I am finally finished undoing all the neglect and abuse of the previous owner. Now comes the fun, mods. I want to supercharge the m113 either this year or next depending on cost and other things I might decide to do first.
So what's everyone got on their w208? What boost do you run? How much power do you make? Just want to see what's out there and what I could get to.
Obviously it is a cabriolet so I'm not going for fastest 1/4 mile or anything, just a fun weekend car that can surprise people
So what's everyone got on their w208? What boost do you run? How much power do you make? Just want to see what's out there and what I could get to.
Obviously it is a cabriolet so I'm not going for fastest 1/4 mile or anything, just a fun weekend car that can surprise people
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You can get a centrifugal supercharger for the w208 or eaton roots, retrofit e55 supercharger or drop in a m113k. The roots are the least efficient ie an extra 100whp. Twin screw is the most fun and centrifugal is the best for highest hp. Most run 5-9psi depending on setup.
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CLK Cabrio
I keep playing with this idea. M113K setup would be the easiest. However, I keep leaning towards a centrifugal with boost control. build the boost from down low and let it bleed off at high rpms.
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I don't think you would need to bleed it. Let's say you run 9psi at redline. It's not quite linear but you will still make about 4psi at 3000rpm and because of the much higher efficiency this will flow much more air than the same boost from a roots or twin screw. Also the 1-2psi around 1500-2000rpm will still be very noticeable but will hopefully be low enough to allow a decent launch. Definitely need to sort out a very good fuel supply and address lean conditions in cylinder 8.
M113K has the main benefit of being OEMish in reliability and not requiring tuning which is always a great place for stuff to go wrong. Also much better than roots in most ways.
M113K has the main benefit of being OEMish in reliability and not requiring tuning which is always a great place for stuff to go wrong. Also much better than roots in most ways.
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CLK Cabrio
TW2, I think you are right. Especially if you are only going to run 9psi. I have been over thinking this for probably too long at this point. Would love to be around 6 psi at 3500 and 3 psi at 1500/2000rpm. Again this all really depends on your ability to put down the power. And what your end goal is: driveability, 1/4 mile times, trap speeds, road racing, etc....
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From: Downingtown, PA
CLK55 AMG
When you say m113k, you talking about taking a stock kompressor system off a m113k and swapping it over? or getting an m113k and dropping it in? Because I was under the impression that the first one is pretty difficult
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Thread Starter
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From: Downingtown, PA
CLK55 AMG
I definitely like the idea of swapping the engine, in fact that was my first idea. Just seems like an aftermarket would be cheaper possibly. Still a few months off of affording one anyways.
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CLK Cabrio
http://www.ebay.com/itm/MERCEDES-W20...xW8WQ6&vxp=mtr
was a former members car I believe. for everything not a bad deal. and you could probably get a lower price without the ecu/key/cluster. go to kleemann and have them tune it.
was a former members car I believe. for everything not a bad deal. and you could probably get a lower price without the ecu/key/cluster. go to kleemann and have them tune it.
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2002 CLK 55 AMG cabriolet Eurocharged
I am going for the retrofit from a E55. Just acquired one this morning.
There is a circuit that turns on or off the diaphragm for our WOT burst HP. I will build a controller that uses this principle.
Best, Gator
There is a circuit that turns on or off the diaphragm for our WOT burst HP. I will build a controller that uses this principle.
Best, Gator
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From: Florida
2002 CLK 55 AMG cabriolet Eurocharged
Hey BB what are you building now? 
I agree the kleeman might yield the best results.
The E55 SC assembly is incredible heavy plus boost is marginal. I have a well seasoned engine with all the wrong parts for SC but we must experiment with burnt rubber.
PS: I was close to Maryland today
Best, Gator
I agree the kleeman might yield the best results.
The E55 SC assembly is incredible heavy plus boost is marginal. I have a well seasoned engine with all the wrong parts for SC but we must experiment with burnt rubber.
PS: I was close to Maryland today
Best, Gator
Last edited by GatorMB; Apr 3, 2016 at 08:27 PM.
Thread Starter
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From: Downingtown, PA
CLK55 AMG
I am outside of Philly...So I'm listening.
Issue is right now I don't have the money(unless someone is practically giving something away), just trying to figure out how much I will have to save up. Which options are best, etc.
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Boost is quite high on the E55 supercharger setup on the NA M113. Unless you can find a kleemann autorotor the E55 supercharger is much superior. I doubt the eaton unit is any lighter but it will definitely be hotter and less efficient.
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From: Florida
2002 CLK 55 AMG cabriolet Eurocharged
tw2 is correct,
The NA55 runs higher compression and longer lobe centerline cams which reduces valve overlap under 2 psi boost from the tuned intake runners.
It will take much reverse engineering on the E55 Blower. The E55 uses blower bypass control circuit which I have to study a bit before bolting it on and powering up the blower clutch.
This will be good for one fast run only. Likely send a piston through the pan fast.
To run the E55 SC full time would require an aftermarket boost control plus a chaser truck to refill the fuel like the movie "need for speed" Awesome movie.
I will likely work on a controller that is linear and also adjustable for smooth operation of the SC bypass actuator. (there are two one is for intake air). 6-10 psi at the most.
Theory is to keep the OEM ECU and MAF. custom intake air pipe required.
Best, Gator
The NA55 runs higher compression and longer lobe centerline cams which reduces valve overlap under 2 psi boost from the tuned intake runners.
It will take much reverse engineering on the E55 Blower. The E55 uses blower bypass control circuit which I have to study a bit before bolting it on and powering up the blower clutch.
This will be good for one fast run only. Likely send a piston through the pan fast.
To run the E55 SC full time would require an aftermarket boost control plus a chaser truck to refill the fuel like the movie "need for speed" Awesome movie.
I will likely work on a controller that is linear and also adjustable for smooth operation of the SC bypass actuator. (there are two one is for intake air). 6-10 psi at the most.
Theory is to keep the OEM ECU and MAF. custom intake air pipe required.
Best, Gator
Last edited by GatorMB; Apr 6, 2016 at 11:18 AM.
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From: New Zealand
It has been done on a w208 I even wrote down his parts list but he didn't explain how he got around the bypass. The clutch pulley circuit is also a problem. The E55 guys sometimes use fixed pulleys but the tuning is difficult.
You will need a MAF voltage clamp. I believe it will work ok as long as the fuel rail is adjusted and the tuning is done carefully and conservatively.
Unfortunately the whole engine/ecu combo is still the best way to go for reliability and performance.
You will need a MAF voltage clamp. I believe it will work ok as long as the fuel rail is adjusted and the tuning is done carefully and conservatively.
Unfortunately the whole engine/ecu combo is still the best way to go for reliability and performance.
MBWorld Fanatic!
Joined: Oct 2012
Posts: 1,427
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From: Florida
2002 CLK 55 AMG cabriolet Eurocharged
tw2 thanks,
I agree the MAF input will utilize best control of the bypass valve also boost limit.
Have much research to do and preparation of my seasoned engine Timing chain replacement, and oil pan removal for bottom end refresh.
A friend of mine at work does mustangs and informed me about SC controls on some of them are similar. I would suspect that there is a retrofitted mustang or two out there with aftermarket controls.
One other input the we usually never discuss is Exhaust gas temp. This is a must for over boost control and lean conditions.
There is quite a bit of information on this in the turbo diesel forums and you tube superturbo diesel Finland. These folks have re-written the book on Mercedes Turbo.
Will be reflecting on this for some time while preparing the Engine this summer.
I have not started searching MBWorld yet but I am sure there will be some good ideas as well.
Cheers, Gator
I agree the MAF input will utilize best control of the bypass valve also boost limit.
Have much research to do and preparation of my seasoned engine Timing chain replacement, and oil pan removal for bottom end refresh.
A friend of mine at work does mustangs and informed me about SC controls on some of them are similar. I would suspect that there is a retrofitted mustang or two out there with aftermarket controls.
One other input the we usually never discuss is Exhaust gas temp. This is a must for over boost control and lean conditions.
There is quite a bit of information on this in the turbo diesel forums and you tube superturbo diesel Finland. These folks have re-written the book on Mercedes Turbo.
Will be reflecting on this for some time while preparing the Engine this summer.
I have not started searching MBWorld yet but I am sure there will be some good ideas as well.
Cheers, Gator
Last edited by GatorMB; Apr 8, 2016 at 10:52 AM.
