When you click on links to various merchants on this site and make a purchase, this can result in this site earning a commission. Affiliate programs and affiliations include, but are not limited to, the eBay Partner Network.
I installed a new intercooler heat exchanger together with a Pierburg CWA400 pump for the charge cooling circuit. The idea for this setup came from @PekkaH.
The heat exchanger itself is an FMIC upgrade unit originally designed for the A45 AMG, but it fits well in this application. Compared to the original CLS unit, it is significantly larger. Unfortunately, I don’t have side-by-side photos of the stock exchanger and the upgrade, but visually the new core looks almost almost twice the size of the original.
To make it fit, the heat exchanger enclosure had to be cut and modified. The images below give a good idea of the scale difference — the new heat exchanger protrudes noticeably compared to the factory unit.
What is the black coating/finish on the Hx?
And have you noticed a decrease in heat transfer performance?
Just to mention, I designed a vacuum adapter for M278/M157 intake port walnut blasting some time ago and made it available as a free download. It’s designed to be easily printable on a regular home 3D printer.
The engine is going back together. A quick note for anyone pulling their engine: make sure to replace the feed line p/n A2782002152 (number 220 on the parts diagram) along with all the gaskets on the back of the engine while you still have easy access to them.
There was a Legit Street Cars video on YouTube where that feed line broke on the dyno. I decided to take a closer look at mine during disassembly… and, well, let’s just say it confirmed that replacing it was the right decision. 😄
Quick progress update. The new-to-me front differential is now installed, and it’s the same 2.65 ratio used in the AMG cars. The passenger side turbo is also back in, together with all the heat shields, downpipe, and related hardware. While everything was apart, I installed a new water pump and refreshed everything on the back of the engine with new seals and gaskets.
The new spark plugs that arrived were a bit of a surprise — the ceramic section is noticeably thinner than on the originals, and they don’t seal properly with either the old or the new coils, so those will have to be replaced.
I also decided not to replace the small oil heat exchanger at the front of the engine. Interestingly, it actually has an AMG logo on it. I didn’t realize these engines had genuine AMG-marked parts from the factory.
By the way, the white car visible in the first picture is a 1000+ hp supercharged Viper.A friend's car waiting for a new clutch.
Managed to find a full AMG seat set for a fair price. Both front seats are cooled and massaging, and the passenger seat will finally get the dynamic and massaging function that I previously only had on the driver’s side. The rear seats are heated as well. I’ll see if it’s possible to have them recolored to match the light gray interior of my original seats.
Can you give me some information, how you connect the lines into the system. I would like to do the same in the next few days. I bought two of the hoses from a A45, because of the connectors to the HE.
Can you tell me please, which line comes from the pump and which line goes on the upper point of the HE. I need to have all infos, before I start this Job. I don't want to loose to much time with labor. Do you have pics how you did everything?
I did connect mine "pump to upper side extra HE" and so on. Im not 100% sure is it the right style. Have served me years so. Some one with the WIS could tell that for sure. (E/CLS63 S) models only use that extra HE for IC cooling! Like ervg knows that HE in picture is not connected to IC system there. It's connected to main engine cooling system and works as extra HE there.
Did a bit more digging on the seat setup, and it turns out this spec is tied to the early C218 launch-period configurations.
The interior is designo Corteccia Pearl, which was specifically used in:
the CLS63 AMG “Launch Edition”, and
the early “Edition 1” package available at launch
Both of these were limited to the initial production period and featured that exact designo interior along with other exclusive details.
So this isn’t just a random high-spec interior — it lines up with those early launch configurations rather than standard production cars. Makes the find a bit more special.
I did connect mine "pump to upper side extra HE" and so on. Im not 100% sure is it the right style. Have served me years so. Some one with the WIS could tell that for sure. (E/CLS63 S) models only use that extra HE for IC cooling! Like ervg knows that HE in picture is not connected to IC system there. It's connected to main engine cooling system and works as extra HE there.
Oh, right, you insert it into the top port and goes out at the bottom port. A colleague of mine told me to do the exact opposite. So which is it..?? 😵💫 I'm confused?
Oh, right, you insert it into the top port and goes out at the bottom port. A colleague of mine told me to do the exact opposite. So which is it..?? 😵💫 I'm confused?
Heh, like I said before It could be like your collegue said. Hope you can see it in WIS or solve out(Only E/CLS63 S) models! I want to know also. I have run it that way for years, but could be wrong. Im not 100% sure.
Heh, like I said before It could be like your collegue said. Hope you can see it in WIS or solve out(Only E/CLS63 S) models! I want to know also. I have run it that way for years, but could be wrong. Im not 100% sure.
Unfortunately, I don't know either... 🤣 Maybe someone could help here..???
Edit:
ChatGPT tells me the following:
In short: “in at the bottom, out at the top” is the correct flow direction for an auxiliary cooler (e.g., for transmission oil/NTK).
Why is that?
Air collects at the top → If the outlet is at the top, air can escape more easily and no air bubbles form in the cooler.
Better venting → The cooler fills cleanly from bottom to top.
More efficient cooling → Air flows evenly across the entire surface.
The whole cabin has now been stripped and insulated. I went pretty all-in on this — the entire interior, including areas under the cable ducts, has been covered with Dynamat Extreme, and wherever there was room for additional thickness I added Dynaliner on top. In total I used 4 bulk packs of Dynamat Extreme. The trunk was by far the most time-consuming part due to all the contours and tight spaces. Doors and headliner still need to be done, and I’ll be adding Dynaliner to the driver’s side floor as well. Sitting at around 36 hours of work so far.
At the same time, most of the interior trim is at the upholstery shop. The seats aren’t being fully redone — they’re in really good condition, so they’re just being restored to a like-new state with some refinishing and a new top coat where needed. Door cards, armrests, headliner, and pillars are being reworked. The headliner will be finished in light gray Alcantara, and the door cards will get the Corteccia Pearl leather armrests/handles from the AMG interior. The center console will remain Alpaca gray, with the center armrest swapped to the Corteccia Pearl unit from the AMG interior.
Also did a small side project — swapping in the digital HVAC control panel from a W212. Designed and 3D-printed a custom frame for it and had it painted in glossy black.
Picked up a black carpet as well to replace the original Alpaca gray one.
This is turning into a completely one-off interior.
I received a set of his custom 1-piece front upgrade brake rotors from @PekkaH and decided to weigh them against the factory ones. The OEM rotors come in at exactly 16 kg, while his are 12.7 kg — a pretty significant difference. For reference, even the lightweight 2-piece Brembo AMG rotors are heavier at around 13.6 kg. As far as I know, this is currently the only lightweight rotor option available for the non-AMG C218.
I also did a quick comparison on the wheels. A Vertini forged front wheel with PS4 mounted came in at 21.8 kg, compared to my current front setup at 24.2 kg with the same tire. @PekkaH hooked me up with his old set of those Vertinis as well, so big thanks again.
Combined, that’s a reduction of about 5.7 kg of rotating mass per front wheel, which is HUGE.
Mercedes SLR McLaren 722 S Is Extremely Rare Example Modified by McLaren
Slideshow: A one-of-one U.S.-spec Mercedes-Benz SLR McLaren Roadster became even rarer after a factory-backed transformation at McLaren's headquarters.
I have run it that way for years, but could be wrong. Im not 100% sure.
