The start of my Turbocharged E320 project
06-20-2008, 08:36 PM
#28
The new turbo is a Garrett T3/60-1 with the standard .7 compressor and .63 turbine. If a NA bmw L6 can spin it i think this larger L6 can. It supports 575-600 hp and is great for low boost apps. Its the standard turbo in many BMW turbo kits like the SPA kit, I know of one new zelander using a similar spec'd ebay version in a 2.8l M104 right here:
Last edited by Max Hughes; 06-20-2008 at 11:44 PM.
06-20-2008, 09:06 PM
#29
MBWorld Fanatic!
Join Date: Apr 2007
Posts: 6,170
Likes: 0
Received 14 Likes
on
11 Posts
300E a couple 1994 w124wagon E320 Wagon/,1971MGB Track/Rally, MG Midget Autocross ,2000 E320 wagon.
And then
if you moved the coolant reservoir from its present location you could install an alcohol tank and injection system.What year is that M104?upgraded the headgasket yet?I see BOOST and you may need it.
06-20-2008, 10:36 PM
#30
Member
Join Date: May 2003
Location: Washington DC Area, USA
Posts: 95
Likes: 0
Received 0 Likes
on
0 Posts
E430 4matic 2001 & ML430 2000 both Silver / Ash
Max Hughes In order to add a turbo charger to a non turbo engine the compression ratio is important. The stock engine of yours is around 9:1
Turbo engines are usually around 7:1
Do you change the pistons or the cylinder head in order to reduce the ratio?
(I hope I didn't miss this part if explained earlier!)
Turbo engines are usually around 7:1
Do you change the pistons or the cylinder head in order to reduce the ratio?
(I hope I didn't miss this part if explained earlier!)
06-20-2008, 11:43 PM
#31
ohlord: Its a 97 and the headgasket already blew once at 24K but im using a water injection system as you said. What kind of upgrades are avalible for my headgasket?
Ozcan: Im not modifing the engine internally yet so its keeping the 10.2:1 ratio for now, but i know of 3 M104's, two turbo'd and one supercharged, that are using stock internals and two are boosting above 10psi. The supercharged one(12psi) has been going on for thousands of miles starting with 173K on the odo.
Ozcan: Im not modifing the engine internally yet so its keeping the 10.2:1 ratio for now, but i know of 3 M104's, two turbo'd and one supercharged, that are using stock internals and two are boosting above 10psi. The supercharged one(12psi) has been going on for thousands of miles starting with 173K on the odo.
Last edited by Max Hughes; 06-20-2008 at 11:47 PM.
06-21-2008, 09:51 AM
#32
Member
Join Date: May 2003
Location: Washington DC Area, USA
Posts: 95
Likes: 0
Received 0 Likes
on
0 Posts
E430 4matic 2001 & ML430 2000 both Silver / Ash
Max Hughes Well, what kind of fuel will you be using? As you know readily available highest octane is 93. For your project you will need way higher than 93 octane if you want to keep your stock 10.2:1 compression ratio I think.
Good luck.
Good luck.
06-22-2008, 09:25 AM
#33
MBWorld Fanatic!
Join Date: Dec 2006
Location: Clifton, NJ
Posts: 4,949
Likes: 0
Received 35 Likes
on
30 Posts
96 and 08 911 turbos
The new turbo is a Garrett T3/60-1 with the standard .7 compressor and .63 turbine. If a NA bmw L6 can spin it i think this larger L6 can. It supports 575-600 hp and is great for low boost apps. Its the standard turbo in many BMW turbo kits like the SPA kit, I know of one new zelander using a similar spec'd ebay version in a 2.8l M104 right here:
06-22-2008, 09:26 AM
#34
MBWorld Fanatic!
Join Date: Dec 2006
Location: Clifton, NJ
Posts: 4,949
Likes: 0
Received 35 Likes
on
30 Posts
96 and 08 911 turbos
Max Hughes In order to add a turbo charger to a non turbo engine the compression ratio is important. The stock engine of yours is around 9:1
Turbo engines are usually around 7:1
Do you change the pistons or the cylinder head in order to reduce the ratio?
(I hope I didn't miss this part if explained earlier!)
Turbo engines are usually around 7:1
Do you change the pistons or the cylinder head in order to reduce the ratio?
(I hope I didn't miss this part if explained earlier!)
Most turbo engines these days run between an 8.5 and 9:1 compression ratio. He can run 10-15 psi on a 10.2 motor, especially with an intercooler and alky, but he will need to be a bit conservative with ignition timing advance.
06-22-2008, 01:54 PM
#35
Senior Member
Join Date: Jan 2007
Location: Südflorida
Posts: 484
Likes: 0
Received 0 Likes
on
0 Posts
'99 E430, '05 ML500, '15 GLK350
What's with the green anti-freeze? That's for iron engines & pumps. You will get faster corrosion and "wapu"* leakage.
*Wasserpumpe
*Wasserpumpe
06-22-2008, 08:06 PM
#36
Member
Join Date: May 2003
Location: Washington DC Area, USA
Posts: 95
Likes: 0
Received 0 Likes
on
0 Posts
E430 4matic 2001 & ML430 2000 both Silver / Ash
06-23-2008, 02:17 PM
#37
Senior Member
Join Date: Jan 2007
Location: Südflorida
Posts: 484
Likes: 0
Received 0 Likes
on
0 Posts
'99 E430, '05 ML500, '15 GLK350
07-07-2008, 12:24 PM
#44
Member
Join Date: May 2006
Posts: 197
Likes: 0
Received 0 Likes
on
0 Posts
1997 E320
That engine is going to be a monster. I love how it sounds stock I can only imagine how it would turbo charged.
I wonder if you need a bigger radiator? this baby is going to need some cooling.
I wonder if you need a bigger radiator? this baby is going to need some cooling.
07-07-2008, 03:30 PM
#45
Engine runs pretty cool already and the turbo is only oil cooled so I dont think the temp will go up too much.
Made a EGR block off plate today. Question how does it get to the intake or does it?:
Made a EGR block off plate today. Question how does it get to the intake or does it?:
07-07-2008, 07:51 PM
#46
Senior Member
Join Date: Jan 2007
Location: Südflorida
Posts: 484
Likes: 0
Received 0 Likes
on
0 Posts
'99 E430, '05 ML500, '15 GLK350
[QUOTE=
Made a EGR block off plate today. Question how does it get to the intake or does it?: QUOTE]
This question will give you a circular reference error if you put it into Excel
Made a EGR block off plate today. Question how does it get to the intake or does it?: QUOTE]
This question will give you a circular reference error if you put it into Excel
07-08-2008, 11:13 AM
#48
Senior Member
Join Date: Jan 2007
Location: Südflorida
Posts: 484
Likes: 0
Received 0 Likes
on
0 Posts
'99 E430, '05 ML500, '15 GLK350
The stock EGR was located near the exhaust manifold. From there, there was a long, u-shaped stainless tube (maybe 1/4" dia) that ran around the back of the head to the lower side of the throttle body under the intake manifold. It was a problem spot on M104's because carbon could build up in the pipe and clog (doing your job for you), causing people to fail emissions.
07-08-2008, 09:58 PM
#49
For some reason the hose/pipe is not there. Theres a egr valve (cut the end off and welded it shut aka the picture) the electric thing it goes into and a thing on the lower intake it should lead into but the hose/pipe isnt on it and never was during the whole disassembly. Maybe when the headgasket was replaced at 26K they forgot to put it back on, which is wierd because this car runs like a dream.
Heres some tedious work i did today
relocated the coolant pump thing and cut the maf way down on both sides.
Heres some tedious work i did today
relocated the coolant pump thing and cut the maf way down on both sides.
Last edited by Max Hughes; 07-08-2008 at 10:13 PM.
