So, I checked with VRP to see if they'll produce another run of their air filters... No dice. They'd cost way more, and they did not have sufficient interest on their pilot run.
The guys in the below video have been tuning an m275, and found the stock filter to be too restrictive for enhanced applications (interesting series):
I've since been on the hunt for different options for air filters. has anybody taken the dive into modifying an air intake from another vehicle for use with our engines?
I'm aware there has been debate as to the efficacy of an aftermarket airbox on these cars-- feel free to opine on that, but I'm still on the hunt. I will be taking engine bay space measurements, as well as space measurements with a blown engine mount constraining engine bay space with the engine bucking up on one side.
The footprint of the m113k air intakes is attractive, but more filter material would be nice, as well as a downward-facing air port, rather than rear-facing.
So, I checked with VRP to see if they'll produce another run of their air filters... No dice. They'd cost way more, and they did not have sufficient interest on their pilot run.
The guys in the below video have been tuning an m275, and found the stock filter to be too restrictive for enhanced applications (interesting series): https://www.youtube.com/watch?v=I05tBX-8P0Y
I've since been on the hunt for different options for air filters. has anybody taken the dive into modifying an air intake from another vehicle for use with our engines?
I'm aware there has been debate as to the efficacy of an aftermarket airbox on these cars-- feel free to opine on that, but I'm still on the hunt. I will be taking engine bay space measurements, as well as space measurements with a blown engine mount constraining engine bay space with the engine bucking up on one side.
The footprint of the m113k air intakes is attractive, but more filter material would be nice, as well as a downward-facing air port, rather than rear-facing.
Any thoughts?
The guys from VRP are full of it. I've been told they were working on a Pagani style intake for the M275/279. I don't believe that either. But I'm interested in a better intake setup. There doesn't seem to be any interest in improving the M275 platform. I've checked with other companies also like black boost to see if they'd be willing to work on a project for our engines. No dice.
So, I checked with VRP to see if they'll produce another run of their air filters... No dice. They'd cost way more, and they did not have sufficient interest on their pilot run.
The guys in the below video have been tuning an m275, and found the stock filter to be too restrictive for enhanced applications (interesting series): https://www.youtube.com/watch?v=I05tBX-8P0Y
I've since been on the hunt for different options for air filters. has anybody taken the dive into modifying an air intake from another vehicle for use with our engines?
I'm aware there has been debate as to the efficacy of an aftermarket airbox on these cars-- feel free to opine on that, but I'm still on the hunt. I will be taking engine bay space measurements, as well as space measurements with a blown engine mount constraining engine bay space with the engine bucking up on one side.
The footprint of the m113k air intakes is attractive, but more filter material would be nice, as well as a downward-facing air port, rather than rear-facing.
Any thoughts?
If you notice, every V12 project car online that involves VRP doesn’t seem to run afterwards…buyer beware.
I remember a guy who ran his own intake tubes and put the cone type air filters out in front of the radiator. I can't remember his user name on how he described his setup,
but I found this on my PC which you may want to try..
Renntech6509,
I'm not too surprised they would have ditched that pet project, given their v1 units' stated lackluster reception. I imagine m275 engines are an order of magnitude less common, and most would probably prefer to target an m113k build, given vastly superior aftermarket supports and kits. Increased boost management seems to have minimal discussion, iirc the stock ECU isn't too flexible with above-stock levels...
Baltistyle,
I have seen a considerable amount of drama surrounding VRP, good point. BUT, they're not producing any more units, so the path of least resistance is no longer there to tempt me!
GoFastr,
Excellent documentation, thank you for archiving and sharing... I'll have to look and see how he managed to punch a hole that diameter around the radiator... I was thinking about putting one intake behind the drivers' side fog light grille. I'm guessing he had issues with the flex-hose crumpling (well, retracting) under boost, given the large amounts of duct tape reinforcement visible in the first image.
I'm not sure how cone filters behave with direct water (rain) contact... was wondering if they'd aspirate/mist water once saturated, and if that would effect turbo operation or longevity (I assume yes). With all those questions in mind, I could research those topics, but I was planning on piping air in with a slight bend and a couple holes at the trailing or ground-facing edge of the pipe to allow water egress.
I have been wondering the same ever since I saw that video. Keep in mind that they installed larger turbos and were aiming for about 850 flywheel HP. My goal are similar numbers.
A trusted M275 fanatic told me the quad intake system someone sells is no good, partly because it sucks in hot air from the engine area.
My 2012 CL65 was stock except for a quaife out back. When running the Texas Mile I had 5 runs between 169.6 and 170.1 mph. Two runs were with air filters in place. Three runs were with stock air boxes but filters removed.
Statistically, no change.
I did not make any runs without the factory air boxes in place.
As for cone filters, I ran a different car with large K&N cone filters on a 7.2 liter twin turbo engine. The cone filters were in front of and above the front tires. I used rock shields to protect the filters.
When driving in moderate or heavier rain the filters became water logged and the engine stumbled.
Placing the filters behind a grille where they are subject to large volumes of rain water may not be the best idea.
The Brabus 900 has a raised hood which might give more room for their custom intake.
Here is an old thread of the Speedriven setup; unfortunately they have not been in business for 6+ years: https://mbworld.org/forums/cl55-amg-...-cl65-amg.html
feets,
I would think the restriction has more to do with the 180-degree turn in the airbox, coupled with the limited volume of the intake on the post-filter side of the box.... tiny cross section. Much appreciate the filter/no-filter data!
My concerns are confirmed regarding rain *** well, thanks. I figured they'd aspirate water when soaked, especially with a large volume of air being ingested.
mrvedit,
True! The turbos were upgraded, though I dont think he mentioned specifics. I've heard conflicting data on the hot air issue, but I'm inclined to agree.
Bummer about speedriven going out of business, IIRC they had poly m275 engine mounts as well.
I'll be buying some self-contained expanding foam packing bags to get a better image of under-hood space availability facing the cowl (over/around the HE units), as well as available space with stock airboxes removed.
Question to y'all- how much higher do these engines sit with non-collapsed engine mounts? 3/4 inch to 1 inch, I assume? Wouldn't want to crush any newly-3d printed mockups if available clearance seems acceptable
Honestly, my SL65 is not my daily driver and I try to avoid driving it in the rain. I only choose dry Fridays to work or weekends. All things considered, when these cars came out back in the day, they had fairly high HP numbers and performance compared to most vehicles and coupled with their luxury and being a convertible as well they were the cream of the crop. I only have an ECU tune along with methanol injection and a Renntech intake which wakes it up pretty good and it still drives normal enough that my wife can use it to go get a few groceries if I let her. I have been through times when I had modified other cars with things way over and above and they were very fast, some only in straight lines and others could do well in the twisties too, but they were not as comfortable to drive as a daily driver and with such high HP it did not even make sense to drive in the rain as they could spin the tires easily in the dry. I guess these days I'd rather polish them and ceramic coat them so they look marvelous, but actually hate cleaning them up underneath after a rain! There are plenty of OEM cars with a lot more HP and performance produced today that could be used as a daily driver in the rain, if I need to scratch that itch!
I'll be buying some self-contained expanding foam packing bags to get a better image of under-hood space availability facing the cowl (over/around the HE units), as well as available space with stock airboxes removed.
Question to y'all- how much higher do these engines sit with non-collapsed engine mounts? 3/4 inch to 1 inch, I assume? Wouldn't want to crush any newly-3d printed mockups if available clearance seems acceptable
Honestly, my SL65 is not my daily driver and I try to avoid driving it in the rain. I only choose dry Fridays to work or weekends. All things considered, when these cars came out back in the day, they had fairly high HP numbers and performance compared to most vehicles and coupled with their luxury and being a convertible as well they were the cream of the crop. I only have an ECU tune along with methanol injection and a Renntech intake which wakes it up pretty good and it still drives normal enough that my wife can use it to go get a few groceries if I let her. I have been through times when I had modified other cars with things way over and above and they were very fast, some only in straight lines and others could do well in the twisties too, but they were not as comfortable to drive as a daily driver and with such high HP it did not even make sense to drive in the rain as they could spin the tires easily in the dry. I guess these days I'd rather polish them and ceramic coat them so they look marvelous, but actually hate cleaning them up underneath after a rain! There are plenty of OEM cars with a lot more HP and performance produced today that could be used as a daily driver in the rain, if I need to scratch that itch!
My CL65 is a recovering victim of neglect, so I drive it whenever/whever... I like projects, and I've owned another w215 car for several years, so easy enough for me to rehab. Kind of freeing not having to worry about paint swirls or water spots. I'm looking at Renntech's Methanol kit, considering air temps are ridiculous in Texas... Putting everything more critical in order first.
I ignore the undercarriage, out of sight, out of mind! No rust or corrosion, thankfully. just road dust. Fantastic drivetrain.
My CL65 is a recovering victim of neglect, so I drive it whenever/whever... I like projects, and I've owned another w215 car for several years, so easy enough for me to rehab. Kind of freeing not having to worry about paint swirls or water spots. I'm looking at Renntech's Methanol kit, considering air temps are ridiculous in Texas... Putting everything more critical in order first.
I ignore the undercarriage, out of sight, out of mind! No rust or corrosion, thankfully. just road dust. Fantastic drivetrain.
John, Thank you for the data point!
Did a couple carbon fiber shields to block heat from this setup in the engine bay. Still fed by outside ducts but eliminated the number of sharp bends and a chunk of the associated pressure loss in the stock airboxes. Picked up a couple pounds of boost in the higher rev range where it normally falls off but also have downpipes.
Did a couple carbon fiber shields to block heat from this setup in the engine bay. Still fed by outside ducts but eliminated the number of sharp bends and a chunk of the associated pressure loss in the stock airboxes. Picked up a couple pounds of boost in the higher rev range where it normally falls off but also have downpipes.
Slideshow: A one-of-one U.S.-spec Mercedes-Benz SLR McLaren Roadster became even rarer after a factory-backed transformation at McLaren's headquarters.
