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New 2025 engine in the works. 55 Kompressor bottom end, my old 500 heads reworked with big camshafts / valve springs and an old Detroit 6-71 blower with dual Edelbrock 600 carbs. I have also obtained a set of the old Kleemann headers and hope to install a set of boom tube style mufflers.
I actually gained piston to valve clearance with the new deep dished pistons but the contour of the dish was still too close considering how much the piston can rock in the bore so I chose to clearance to be safe. This valve relief cutter is from Lindy Tools. I had all the pistons cut in one hour and it gives me everlasting piece of mind when revving this engine.
Last edited by bicylindrico; Nov 20, 2024 at 06:26 PM.
New 2025 engine in the works. 55 Kompressor bottom end, my old 500 heads reworked with big camshafts / valve springs and an old Detroit 6-71 blower with dual Edelbrock 600 carbs. I have also obtained a set of the old Kleemann headers and hope to install a set of boom tube style mufflers.
Impressive. How much crank hp/tq are you expecting from this? This new mill goes into the old chassis, therefore engine swap?
Impressive. How much crank hp/tq are you expecting from this? This new mill goes into the old chassis, therefore engine swap?
I don't know and honestly its not a driving factor with these engine builds so I expect at least stock power levels. Obviously these engines should be making more power. I just really enjoy building them and the experience driving the car and talking to people about them when I do.
Double 4 barrel. That will definitely need to be synched. To an extent, the supercharger can mix the fuel air mixture more homogeneously, but the back 4 or the front four could be getting less or more or vice versa.
I have built tunnel rams in the past and synching the carbs is fairly easy, the blower will take care of the rest.
Been reading the thread for years and finally made an account to pester the forum with my questions. Running the MS3pro do you need any additional coil drivers? And have you made any modifications to your fuel system? It’s my first standalone on a 113, but I’ve setup several LS motors on AEM units. (converting my w220 to a manual, coilover, standalone based setup).
Yes, you will need to run coil drivers. I purchased a module that supports running 8 coils in one single unit. I run both coils for each cylinder fired together from a single driver output run in parallel.
Last edited by bicylindrico; Dec 23, 2024 at 04:00 PM.
New engine is close to being finished and I also plan to have the car wrapped. The first machine shop stalled me for months so this season is probably shot for me to get the car out this summer. We'll see.
5.4L Kompressor bottom-end with my old heads/camshafts
Correct me if I'm wrong but the car at the beginning of your build started as an NA 5.4 AMG motor, correct? Now it's an M113K Block?
- Joe
Edit: Looking at the bottom of the picture you posted answered my question.
The original engine was just a standard 5.0L out of a CLS500 and I reworked those heads to allow the big cams. Yes, this new engine is a stock 55 bottom end with reliefs cut into the pistons only. ARP head studs and my old heads installed which may help compression a little with the smaller combustion chambers. Same cams as last engine and the 6-71 blower with (2) 600cfm carbs. Kleemann headers
How problematic is having a carburetor on top of the supercharger, feeding gas to be compressed and heated, before getting into the combustion chamber?
It seems like fuel injection would be called for, or at least be a much better setup, no?
How problematic is having a carburetor on top of the supercharger, feeding gas to be compressed and heated, before getting into the combustion chamber?
It seems like fuel injection would be called for, or at least be a much better setup, no?
It's not problematic at all and is basically how it's done with this type of blower though large power setups typically use a hat style mechanical fuel injection with the injectors right where you see my carbs. The benefit is charge cooling from the fuel being vaporized into the charge mixture. The fuel droplets evaporating significantly reduces the air temperature and helps to eliminate the need for charge-air cooling (intercooler) like a sequential port injected engine would need (E55).This has limits obviously but these setups run around on 10lbs of boost quite easily and dependably with pump gas.
There are many benefits to fuel injection but power is not necessarily one of them and honestly just not as much fun on this build. Good questions.
Utterly ridiculous! I love it. This will be the first 6-71 I’ve ever seen blocking the driver’s view to the right.
What a fun project OP. Eager to see it go.
6-71 used to be very common as it was used in two stroke diesels. Today there more efficient blowers, but who cares! The pair of four barrels with the whine of the blower.... priceless. Broken driveline parts to you OP.
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