On a Mustang load dyno we consistently pulled 195HP and 220LbFt torque.
This is a 50HP and 75LbFt torque increase over the base line pre turbo install pull.
Torque is coming in almost immediately and peaking under 4000RPM, about 800RPM lower then stock.
Pull was in a 90 degree F ambient with fans going.
Turbo boost at approx .48bar/7PSI.
AFR's set around .8 to .85 Lamba throughout the RPM range.
Still tweaking and road testing, may have to replace the new cat converter as it has a rattle in it.
Running 0-60 in less then six seconds.
I'm satisfied especially with the massive torque increase.

Estimated higher horsepower and torque if an inertia dyno was used to be 234 and 264, calculate to flywheel about 280HP and 317LbFt torque.
Similar output to the old RennTech 3.6 performance package 2.

E36, M3 performance and in line with C36, C43......................
Installer notes that the H&R's, Bilstein HD's, Sportline Swaybars with the 18" rubber makes handling and performance feel similar to a 500E

 

PICTURES!!! Please make a youtube video for us!

Glad you are enjoying your new found power

 

It's still 800 miles away in Chicago !!!
When it comes back I'll document with pix and the dyno charts.

First I have to get a second mortgage to pay for the install !!!

 

Your the man dude!

 

Nice-----I will have to submit my dyno sheets, I am working on documenting the whole thing on my website....But now is time to finish my exhaust.

 

yea? well, im gonna throw on some cheap chrome exhaust tips that will add atleast 50 hp .....seriously tho man, it sounds real nice, cant wait for the vids

 

That will put you to 60 in about six seconds?

 

According to the installer, it's running +/- 6 second 0-60 times.
It's the torque increase that is providing the low end acceleration.

Turbos are coming in smoothly around 1500RPM with high torque developing and maxing around 3900RPM.
Torque curve is flatter and peaks lower then the stock curve.
This is only with a modest 7:1 boost and stock 9.2:1 pistons.
Engine internals have not been touched in the 63K miles it has traveled pre turbo install.

Many don't realize that the M103-12V was a better performer then the M104-24V due to it's torque characteristics.

If you look at contemporary road tests the M103 did 0-60 in 7.5, 0-100 in 20.3. The M104 0-60 in 7.9 and 0-100 also in 20.3.

Now making the same HP as the M103 AMG 320CE, but the torque is more like the M104 AMG E36.
The E36 was a 6 second car with traction control !!!!

 

Your going to have fun! In 79 that was Countach territory Strange to think.

 

I was daydreaming about your turbo CE on my drive home last evening....

Have you done any transmission modifications? Do you plan any?

 

Transmission is original, regularly serviced and shows no problems after 63K miles.
May bypass the second gear start.
Will modify if there is a future problem.

Considering a 260E or a 300TE gear (3.27 vs. 3.07)for increased acceleration.

I'm the original owner, purchasing the 300CE in May of 1988 ( Damn, I'm getting old ), so I'm intimate with the service history.

Did replace engine mounts assuming there would be a torque increase.

 

I think your numbers are a little off. True, the M103 has a flatter power curve but the M104 has more power and torque. It's much faster to both 60 and 100.

Good job with the turbos though.

 

Actually the numbers I posted are straight from UK motor mags back in the day !!!!

 

Nice work Ed! How much is the install going to cost you? I'd be interested to see what the difference in labour rates is between USA & Australia. Shipping UK->USA is far cheaper than UK->Aus so hopefully at least the labour is cheaper here.
My mechanic is still plodding away with the installation of my kit on the E320 engine. He reckons another month before the mechanical work is done and the tuner takes over
By the time this is all finished I would have been able to buy an early-mid 90s 500SL for less money than I'll spend on this 300CE. Of course the 300CE should be quite a bit quicker than the SL.
I've got a 3.07 diff in already but I've asked my mechanic to find me an LSD with the same or shorter ratio. The 255/40ZR17 tyres on the back should also give me the extra grip I'll need. I'd like this car to do 0-100km/h in 5.0 seconds.

 

Hey I can price you a loan, I got a client in Rehoboth Beach, Delaware...that place is nice! Kinda like our Balboa Beach here in California.

Thanks on the updates on the new kit. Other member Babushka just got his last week to. I'm saving for mine. Hopefully they'll still have some left.

Keep us posted.

 

B.J.

Don't get hung up on the Dyno numbers as they are somewhat relative and used primarily for tuning.
Consider a 40% HP and 50% Torque increase.
Almost 65RWHP per liter, more then 1HP per cubic inch.
Not too shabby for an M103 unsophisticated I-6

Cost ...too much !!!!!
I'm using an installer in Chicago which is 800 miles from my home.
Round trip enclosed transport around $2100.00
Kit cost to my door $2600.00.
Labor rate $110.00 per hour.
Not yet finished, but I figure labor to install Twin turbo, exhaust, dyno runs, engine mounts, springs, sway bars, alignment, and parts needed (about $600.00) to "modernize" and correct some mistakes in the TT kit will run about $9000.00
So total about $14K or less then the last published cost of the Renntech 3.6 Package 2 conversion which has about the same power results.
But as the commercial states.....Experience is "PRICELESS"

The installer, Brian Murphy of Willow Automotive ( www.willowauto.com ) has done many Mosselman installs over the past twenty years.
The first was a coupe like mine, with a station wagon gear, written up in Auto Week, that ran 0-60 in almost 5 seconds flat.
That's why I sought him out, as I consider him one of the few who have knowledge of the older engines and the CIS injection quirks !!

The install if I were to do another would be much less cost as it took a great deal of time between Brian and myself to resolve certain issues that the instructions didn't make clear.
Probably could have saved ten hours labor by junking the supplied electronics and going immediately to the Split Second controller.

Brian was cynical of the use of the two additional injectors.
***** Mosselman's position was they do not work as they can't afford even fuel distribution.
Make sure you install the machined piece in the air horn assembly as this piece shields the additional injectors from intake air turbulence.
This is a piece that we couldn't identify, so we had to take apart the newly assembled air/fuel assembly to install.

Brian feels the Turbo Technic design provides a much crisper and smoother feel and more power then the Mosselman.
So far about six dyno runs have shown spot on consistency.
Spilt Second controller enabled laptop 3D AFR mapping set around .8 - .85 Lambda through the full RPM range. Ability to tweak with the laptop gave an additional 8HP on the last dyno pull.

The intercooler design and location of the TT unit will provide more power in actually driving conditions compared to the Mosselman.
Remember the TT intercooler is in an air tunnel created by the fiberglass shroud and down low on the chassis rail. Air flows front to back with no restriction.
The Mosselman used a pancake style intercooler which mounted above the throttle body and against the hood with no real air flow and trapped in the rising heat of the engine.
The TT kit on the M103 still retains the "ram-air" intake.

Running sub 6 second 0-60, and still hasn't been opened up all the way !!!

Bought the car new in 1988 for almost $53K and it still turns heads.
By the time I'm done, including paint, I'll have about $30K in it, and it will be a 92+ point concours car.
Can I get it out of it?
Doubtful...only chance would be at a specialty car auction with the right buyer there, as it does have provenace.
Do I care..not really, want to drive and enjoy it.
My rational is that I can't find anything in the price range that would give the look, feel and performance of the TT C124.

I'm at a different place in my life then most of the W124 Forum members.
Old enough to be somebodies grandfather
Life's too short.....enjoy what you're doing and savor the end result !!!

 

Rehoboth Beach is a great area...year round population is less then 2000, but swells in the summer to about 40,000.
Best of all is that Sussex County, Delaware has one of the lowest all inclusive property tax rates in the USA.
County tax hasn't increased in twenty years

Hopefully any members that haven't started the TT kit install will pick up on the changes that I made....could have saved much time and money trying to sort out stuff that didn't fit and that that had sub par performance.
Remember they are fifteen year old kits, not to mention "British", so the technology is antiquated and the systems have some redundancy.

Scrap the supplied electronics, go straight to the Split second.
No need for Hobbs switches, piggyback DCU fuel controller and most importantly for power production, no need to retard timing under boost !!!!

 

*drools on keyboard*

 

That's not bad..
$15,900.00 custom intercooled single turbo,C230k head/block,3 inch stainless steel mandrel exhaust,60lbs injectors,FMU,C32 brakes,Sport Bils,Turbo Timer,
AMG pedals,Wood Leather shift knob,Wood Leather steering wheel,Blinkers mirrors, Windscreen,265/30/zr18 street slicks coming from Germany......

I could have bought a C36/C43/E500......

Being able to pull away from a C36/C43/E500 with the top down...Priceless

 

It's antiquated because it's British?

Where do you think most F1 racing teams are based (including McLaren Mercedes)

 

Just saw this on eBay:
http://cgi.ebay.com/ebaymotors/Merce...spagenameZWDVW

 

I was only quoting TurboTechnics, and the specialist in the UK that still support the old installs.....they even recommend replacing the fuel controllers with ERL Aquamist units. The ERL is a UK unit, but still not as sophisticated as the 3D mappable Split Second unit. Big difference in mapping AFR via potentiometrs set at every 1000RPM versus infinitely adjustable software input.
Remember the TT system is 1992 and "British".

You have a piggy back fuel management system that has no adjustments and runs around 1.2 lamba under slight boost....so how does the British technology solve running so lean??? Use a series of Hobbs switches to retard the timing and negate the O2 sensor.
Even in 1992 Mosselman had an adjustable piggy back controller to allow a richer AFR under boost.

Talk McLaren F1 whatever you want....lets look historically to the Mercedes and the Auto Unions, then the Ferraris and Maserati's, English didn't become competitive until the Lotus chassis cars of the sixties.

Translate it to production cars, the English manufacturers were never cutting edge, let alone being able to survive as companies !!!

No disrepect intended, as I owned and road raced several Jag 3.8 Mk II's ( one a 3.8L Coombs replica), a DB-6 Aston Martin Vantage Superleggera and showed a concours standard steel RR SC1.....

How about a rawhide mallet that not only was used to knock on and off the wire wheels, but to unstick the points in the SU fuel pump...and speaking of technology, ever balance triple side draft SU's...had to use a listening tube...heaters that didn't heat, wipers that didn't wipe, and engines that leaked oil by design

 

Very interesting...I was thinking about using the diesel fender with the vents...looks good !

Would question the stated horsepower of 382 @ 5500RPM and 333lbft torque @ 2800 RPM.

HP= RPM x Torque / 5252 or 5500 x 333 / 5252 = 348HP

If I recall the turbo was about .75 bar / 11 pounds boost.

Very rare and very fast...almost E60 power !!!!

 

now i need to change my pants

 

ya rly. So thats what the diesel fenders look like... Wish we could have the diesel vents in the C pillars too...