I know, dead horse subject. Just sharing for those that may search for info in the future. When doing my own research I found numerous comments on how naturally aspirated 55 engines had "better" camshafts than the Kompressor variants and I wanted to share my findings for those that may be searching for the information I was looking for. That is 'what is the best M113 camshafts to install in my M113.' I actually found that CatCams has the camshafts I really want, not Kleeman, not RaceIQ, not AMG but that place over in Europe that most of you never heard of.

This thread is more to inform those looking for readily available camshafts (eBay) for their standard 5.0 liter M113 engines as a cheap upgrade in performance from a camshaft standpoint. I have a set of standard M113 5.0 liter camshafts, a set of N/A 5.5 liter AMG camshafts and a set of Kompressor 5.5 Liter camshafts and I can tell you the lobe lift alone is exactly the same between the N/A 5.5 camshafts and the Kompressor 5.5 camshafts. I cannot attest to the duration as I am not able to profile the lobes but I really doubt there is any difference between the two.

A couple things I noticed with the variants: The 'old' 55 N/A camshafts are stamped AMG at the end of the camshafts with some numbers and such. The area with the stamping is smooth on the earlier camshafts and the later boosted cams are a rough casting in the same area. The 'old' N/A camshafts are thinner and lighter with the welch plug (freeze plug) being a larger diameter meaning the thickness of the camshaft core is thinner and thus lighter.

My thoughts are that initially AMG controlled who manufactured the camshafts and that later whoever MB utilized to make the standard M113 camshafts, would then start producing the AMG camshafts as well. It's harder to tell the AMG kompressor camshafts from the standard M113 bumpsticks because of this. I see the cast area I mentioned has a white coating on the AMG cam so maybe that means something to help distinguish? Otherwise you would need to measure.

My measurements show a base circle on the camshaft lobes at 1.5" exactly on all camshafts and all lobes.The camshafts I have show specs as such:
All M113 camshaft lobe base circles measure 1.5" exactly
Standard 5.0 intake lobe lift .
.249" intake
.265" exhaust
AMG Naturally Aspirated
.290" intake
.290" exhaust
AMG Kompressor
.290" intake
.290" exhaust

My findings are there is no difference between the naturally aspirated and kompressor engine camshafts. I am guessing MB just went with AMG's initial camshaft specs and had their own (cheaper) supplier manufacture the camshafts. Hope this helps someone in the future.

Top is standard 5.0 M113, second from top is 'old' N/A 55 and bottom is kompressor

Difference in core thickness/weight

Markings
Here are the markings between the standard M113 camshaft and the later Kompressor camshaft. Looks to be the same manufacturer to me.

 

Nice! I have 55 N/A Cams in my CLS 500 and it was very good to me. The car is much sportier and feels like a real V8 engine. The engine is much better reving, best mod ever to me.

 

Thanks for the feedback. So were the cams the only upgrade when they were installed? Do you feel they were worth the time and money and that they made a significant or small difference? Just camshafts or were the valve springs swapped too?

By looking at the lobe profile they should be a no-brainer upgrade for anyone looking for more performance from their 500. I would say even more so than a tune.

 

I made only the cams and software for ecu and tcu. Now it drives really much better and the engine feels much sportier and revs better.

 

Kleeman puts out a camshaft replacement manual for the M113 Engine, you can download it for free here
http://mbmanuals.com/engines/m113eng.htm
This page also has the M113 Motor Service Manual, from the W463,
Application: M113 E50 E55 G500, G55, G55ML and others

 

I think you could see here the differences between all the OEM Cams

 

I saw this in the past but my findings did not confirm what this sheet states. Outside of a few thousands wear between used cams, there is no difference between naturally aspirated and boosted camshaft engines. I don't personally trust any specs on that sheet.

 

I really didn't measure the lobes and all the numbers, before I changed them. Because I didn't have these tools and I trust that sheet. But for me, the differnce between 5.0 and 5.5 n/a was significant. I saw that with my eyes.

Where there any differences in 55 K cams in all the years of production? Did you measure maybe 55 n/a Evo cams?

 

I did not check any of those variances. Yes, huge difference between the AMG and stock 500 cams. My understanding is the later EVO engine bumped the compression to get the extra HP but I have nothing to confirm this. The N/A camshafts that I measured would have been earlier camshafts but I too would like to know if the later N/A 55 engine camshafts were any different. I guess I will have to locate and buy a set to know for sure but I would prefer to have them reground anyway to a final grind that the early ones could provide so I am not that inclined to track down a set.

Check out my thread I have running in the W124 section to see the M113 I have been building. This engine will be interesting as it will be a stock M113 with some hopped up reground AMG camshafts, stand alone ignition system and a custom carbureted 650cfm intake manifold. I am thinking I may also run a 100hp shot of nitrous to see what the limits may be on the standard 5.0 liter version. It's going to be a fun project.

 

Your mods are cool, but I didn't like the carburated stuff. But I'm also sure, that the intake manifold of the M113 is crap and there should be an option to go with some racing intakes. There is a company calling Rennsport Factory, they are doing some fine stuff for all M113 variations. See the pics

 

I didn't do my intake manifold or convert to a carburetor because I felt the factory one was "crap" as I am confident it is very well designed and matched to the engine. I dont think my way is in anyway better than what MB produced but it is indeed my own design and that's what hotrodding is/was all about. Anyone can, and most do, just buy other people's design and bolt it on. You can't really have something unique if we all just sit around and wait for someone make something for us to purchase.

The Rennsport stuff is obviously extremely nice high quality parts that we could all be proud to own and enjoy but way outside of my price point. I love that they will put so much effort into the engineering and design in their products if even for a very small market. My engine will not appeal to much of the MB crowd but at least it will be the only one in exsistence and for whatever reason that appeals to me as much or more than if I purchased something off the shelf no matter how much I spent to obtain it. It would be great to see more MB fans fabricate their own stuff but I understand the cars have become much too complicated for many to be able to. Technology has killed much of the tinkering car fans used to be able to enjoy.

 

yo! Loving the carb on the 113. Also was looking into the cat cams. Vac motors ports is the American supplier. I have an NA113 just made 356whp and 381tq. Which spec cat cams are you looking at? Send me a message. Would love to chat some

 

Which M113 do you have? 5.0 or 5.5?

 

I have a 2002 E55, so a 5.4. I work at one of the eurocharged locations, my car is actually on the dyno finally finished getting tuned today. Testing out a flex fuel kit we use on other cars, currently running 55% ethanol but didn’t add much power. Going to get it up to around 70/75% and re dyno it.


but I am also looking at cat cams

 

Ok, but I think we are talking here about the N/A M113 engine and which option would be the best for a cam change

 

My car is NA

 

Ah.. it's the W210. Ok sorry! I was thinking you are talking about the W211 E55.

 

Yea I forgot the rest of the world in 2002 they had the 211, America didn’t get it until 2003.

 

4003605 would be my choice. Carburetors like a strong 'signal' or negative pressure pulse and this camshaft has a 108 degree LSA with strong manifold reversion. Fuel injection utilizing MAP sensors do not work well with manifold reversion which is why you will see most fuel injected camshafts running 115 degree or more LSA (lobe separation angle). Not that the fuel injected engine wont run with lower LSA but drive ability will suffer.

The lift/duration specs on my regrind are as good as this Catcams bumpstick but I still do not have the LSA I want. I am not able to change the LSA on a regrind but it's nearly as critical as any of the other specs when running a carbureted engine when you are multiple degrees apart. They obviously are producing billet camshafts and thus the price. I love that they are at least filling this void in the market. If one wants a proper camshaft grind for their M113, they have it.

 

Yes. Boosted cars typically just need more boost. Us naturally aspirated guys only have atmospheric pressure to work with so the cylinder heads and camshafts are more critical in getting that pressure into the engine.

 

If I am injecting anything it's NOS. It's an easy 50-75 HP and can be done in a weekend, cost very competitive for HP and relatively safe when used properly.

I had a friend, guessing around 2003 or so, that had me install nitrous on his 1999 E55 for some street racing. We ran the nozzle into the air intake elbow right before the M16 throttle actuator. I remember we also ran a metered pressure source to his fuel filter/regulator connection. Just a pushbutton plugged into the cig lighter socket gave him at least 50hp. Tank was in the spare tire cavity

 

Here are my cams thumping at idle. I have been swamped here at the shop with work so the Hammer has been backburner'd for a little while until the exhaust comes in and I get the OFGear wired up. Going with some Flowmaster Super 10's for that 5.0 HO sound. Potato, potato, potato!

 

I don't log in here very often anymore but I was the person who originally had the 4 cams measured and posted them in this thread on the E55 page https://mbworld.org/forums/w211-amg/...rger-cams.html

Marcus Fithz (sp?) took the info from my 4 printouts and consolidated the info and posted it on his website and then the specs got passed around a bit more from there. My original pics from the thread are long gone now. I had the cams professionally measured by Delta Camshaft (feel free to google them) They have been in the camshaft grinding business since the 1970's. I have no reason to doubt their measurements. I still have the paperwork Delta gave me but it's boxed away somewhere and would be a pain to dig out. I do remember they came from an s430 a clk55 e55 and an slr but I do not recall the years (actually I just checked and the years are still listed in that thread). 2001 s430, 2003 clk55, 2006 e55, and unknown year on the slr cams (they are Jackpro1's former SLR cams so digging thru his posts may reveal more info.) Perhaps MB changed the cams in later years and consolidated their designs.

 

do you have any spare intake manifolds by chance? Was going to build a custom one for my twin turbo M113 55 project

regarding cam differences, I’ll measure the 02 cl55 cams I have (n/***) and the 06 cls55 cams I have (m113k)

 

Hello everyone! I am thinking of replacing my stock cams with amg once. Do you notice difference in power/ torque in the lower rpm driving in the city. Does the car feel too sporty. I want to increase the power, but don't want to work like old muscle car jumping around. It's an S class and I want it to be smooth as baby's butt like it is now. Also after cams I want to the remap and if needed fuel pump, injectors. I have been told, that it's a heavy car and it will suffer on the start with the amg cams. The car will feel more aggressive. Do you have answers on these questions? Thanks in advance!