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This Mercedes GTC AMG was built by Spool Performance coupled with their IFX-1200 Turbo, Spool Stage 1 HPFP, and Stock low pressure fuel pump. This beast was able to make 843 WHP, and 810 TQ. They’re aiming to push 900 WHP in their next couple of dyno runs!
On paper, the gearbox on the C190 series can handle up to 750 Nm, and you're already over 800. If the target of 900 HP will be achieved, the torque will also have increased. May I ask how you plan to manage this?
This Mercedes GTC AMG was built by Spool Performance coupled with their IFX-1200 Turbo, Spool Stage 1 HPFP, and Stock low pressure fuel pump. This beast was able to make 843 WHP, and 810 TQ. They’re aiming to push 900 WHP in their next couple of dyno runs!
Nice setup.
Just one correction: you stated the car makes 843 WHP. The Dynojet sheet shows 843 horsepower at the engine (crank). With the Dynojet set to its default 15% driveline loss, that equates to approximately 716 WHP. Still very impressive power for a GTC.
Can you share what benefits you’re aiming to achieve by increasing horsepower and torque to this level? Do you track the car, and if so, what type of tracks? Or is the car primarily used for street or daily driving?
On paper, the gearbox on the C190 series can handle up to 750 Nm, and you're already over 800. If the target of 900 HP will be achieved, the torque will also have increased. May I ask how you plan to manage this?
Correction: torque output is 1,100 Nm (≈810 lb-ft), which is well beyond the Getrag 7DCL750 transaxle’s unofficial failure threshold of ~820 Nm (and its official rating of 750 Nm).
At a minimum, this would require a Dodson DMS-8184/8185 clutch kit and a PTG 7DCL750 AMG GT billet brace system—if not additional upgrades—simply to reduce the risk of transaxle damage.
Correction: torque output is 1,100 Nm (≈810 lb-ft), which is well beyond the Getrag 7DCL750 transaxle’s unofficial failure threshold of ~820 Nm (and its official rating of 750 Nm).
At a minimum, this would require a Dodson DMS-8184/8185 clutch kit and a PTG 7DCL750 AMG GT billet brace system—if not additional upgrades—simply to reduce the risk of transaxle damage.
Car isn’t making much torque down low, it’ll be ok.
In a perfect world you’d like the torque to come in earlier and then maintain a nice flat line across rpm range, and pull out that higher rpm little spike which would LOWER the peak torque number a little but have more of it in useful areas like powering out of a low speed 3rd gear corner……can always overcome by dropping another gear and throwing it into the power band a bit more if you want to work that hard!
Car isn’t making much torque down low, it’ll be ok.
In a perfect world you’d like the torque to come in earlier and then maintain a nice flat line across rpm range, and pull out that higher rpm little spike which would LOWER the peak torque number a little but have more of it in useful areas like powering out of a low speed 3rd gear corner……can always overcome by dropping another gear and throwing it into the power band a bit more if you want to work that hard!
I could agree with you, if we knew the OP’s driving profile, which is why I asked in post #4.
At these torque levels, usage matters more than the number itself. You can run 1,100 lb-ft for a very long time if torque application and shift strategy are disciplined and the driver understands load management.
Conversely, a few aggressive launches, poor shift timing, or repeated clutch shock events can destroy the driveline almost immediately.
At this level, on a transaxle that was designed for 550ft-lb, reliability is a narrow window that’s defined by how the torque is applied, not just how much of it there is.
I could agree with you, if we knew the OP’s driving profile, which is why I asked in post #4.
At these torque levels, usage matters more than the number itself. You can run 1,100 lb-ft for a very long time if torque application and shift strategy are disciplined and the driver understands load management.
Conversely, a few aggressive launches, poor shift timing, or repeated clutch shock events can destroy the driveline almost immediately.
At this level, on a transaxle that was designed for 550ft-lb, reliability is a narrow window that’s defined by how the torque is applied, not just how much of it there is.
Also could be running boost by gear tune for all we know, although not many tuners take the time to do that.
At the end of the day, at that number I wouldn’t stress too much unless launching the car with boost built. If he’s tracking the car on circuit I’d worry even less, and he will know if/when a clutch pack upgrade is needed if he ever sees the dreaded RPM wobble from clutch slip.
Also could be running boost by gear tune for all we know, although not many tuners take the time to do that.
At the end of the day, at that number I wouldn’t stress too much unless launching the car with boost built. If he’s tracking the car on circuit I’d worry even less, and he will know if/when a clutch pack upgrade is needed if he ever sees the dreaded RPM wobble from clutch slip.
I agree. Ultimately, it comes down to the quality of the tuner and their ability to implement proper safeguards by truly understanding the owner’s self-imposed driving behavior/risks and the track type/usage.
I still remember your excellent posts from 2024, where we discussed the PTG 1000, its capability and how to effectively manage and shape the torque peak.
Just one correction: you stated the car makes 843 WHP. The Dynojet sheet shows 843 horsepower at the engine (crank). With the Dynojet set to its default 15% driveline loss, that equates to approximately 716 WHP. Still very impressive power for a GTC.
Can you share what benefits you’re aiming to achieve by increasing horsepower and torque to this level? Do you track the car, and if so, what type of tracks? Or is the car primarily used for street or daily driving?
You still have time to delete this… You think we connected the engine to the dyno?
We are doing Spool Performance C190 upgraded clutches on this setup. Key to keeping longevity is the power and torque curve, the tune was done nicely by Spool. I rarely see tuning companies putting out nice and smooth power bands with fine boost control. They don’t sell tunes to the public and only do it to in house builds of their friends or personal cars.
Fuel used in this setup is e40 on Spool Pumps. Bumped up to e50 and added a low pressure upgrade and car made 900 wheel horsepower.
You still have time to delete this… You think we connected the engine to the dyno?
No one is suggesting that a dyno was physically connected to the engine. A Dynojet can be configured to display crank horsepower and torque by applying a user-defined drivetrain loss factor, effectively reverse-calculating engine output from measured wheel data.
Based on the dyno image you shared, that appears to be how the results were presented.
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