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Thanks Amir, I have a broken 83mm so presume its an upgrade, is that a stage 2?
there really aren’t any universal “stages” 83mm is the largest (least amount of additional power) upgrade available on the common market. I would make sure you have a new/working Bosch 010 pump and ideally an upgraded heat exchanger to keep it cool although some say you don’t need one with an 83mm depending on your local climate
Just sold my '11 Porsche TurboS cab for an '03 SL55!
Is there a DYI on Pulley Removal? I see the big Bolt but no means of restraining the pulley against the torque.
Also is the torque critical on reinstallation? If so what's the required value?
Thanks
I would suggest going to YouTube and search for "sl55 amg supercharger pulley upgrade".
Returns many videos explaining the process, pretty easy and straight forward.
The torque value for the bolt installation is 60Nm or ~44ft/lbs
Just sold my '11 Porsche TurboS cab for an '03 SL55!
Hmmmmmm Eric,
Thanks for the reference. I find lots on the "upgrade" and lots on the Crankshaft Pully R&R but nothing on how to R&R the SC Pulley itself.
Still looking.
We make 88mm OEM replacement
pulley that does not need a tune but being 2mm smaller and lighter will keep you stock with a little boost in power. Also have 83mm and 77mm in silver, red or gold kits.
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E63 Biturbo, UPD Cold Air induction kit, UPD performance crank pulley and UPD adjustable rear suspension with ride height adjustment.
My experience is that even with the stock 90mm pulley, heat and thus loss of power by timing being pulled, is a problem in warm weather climates.
Plan on spending big bucks if you live in a warm climate, reduce the pulley size but still want to enjoy the additional power the added boost will produce. I know, cause I'm in the process of dealing with all that added heat made with a smaller pulley this week, and it's expensive.
It is true, dealing with heat can be expensive, but very important to protect your engine.
I live in southern Kansas and we are always in the high 90's or low 100's during the summer.
Engine/Cooling modifications to date on my SL55:
1) PLM XL Heat Exchanger (plumbed in sequence after the stock exchanger)
2) Bosch 010 IC pump (set to always run when engine is running)
3) 100% split engine and super charger cooling circuits
4) CNC billet aluminium pulleys
5) Belt wrap kit
6) Airflow restriction intake filter spacer kit
7) 72mm clutched super charger pulley
8) VRP ECU tune
The first three items were roughly $800.00, all items were acquired on sale or with a coupon.
Additional sundry costs, for items like clamps, bolts, washers, nuts, etc.
Laugh, but it helps a lot, I saved between 30% to 40% on the first three items alone.
Also, to really save dollars, you have to be comfortable and willing to perform all the work yourself, else there go your costs.
I think the eHiser solution above is sub-optimal. I'm having the following installed for heat control; Kincaid Killer-Chiller Drag Kit, Piersberg High Flow pump (4X better than Bosch 010 pump), Weistec dual flow HE, Weistec Trunk Tank and VRP Split cooling system. The OEM HE is being piped in series with the Weistec unit. All in, about $7k parts and labor.
As I understand it, this setup will provide for initial IAT's in the 35 deg F range prior to hard pulls (irregardless of ambient temps) and recovery times from elevated IAT's will be dramatically reduced. I'll let you know how it works when I pick up the car tomorrow.
EHiser
I don't race or track my car either. I do desire full power however no matter the ambient conditions, something not possible with your setup.Gurantee that if you data log your IAT's you're above 94 degrees F, the point at which the ECU begins to pull timing.
Take care.
After reviewing your proposed setup, the only differences I see are the chiller killer, Kincaid Killer-Chiller Drag Kit and your super flow pump.
Weistec would not respond with their stats regarding their HE, cooling area and capacity, this is the second time trying, as when I was first looking they would not respond as well.
PLM: PLM XL heat enchanger has a 2.25 liter fluid capacity and 4000 square inches of fin area, one of the largest for the SL 55 AMG, plus the added benefit of running it with my stock HE.
Unless you plan on keeping your chiller filled with an ice and water mixture continuously, then that is not going to be much value added.
Also the Kincaid Killer-Chiller Drag Kit is a recommended track performance mod, are you sure you do not plan on tracking your car.
Also why run both the chiller killer and Kincaid Killer-Chiller Drag Kit, seems to be sort of redundant in nature except the chiller killer would have to be filled with ice and the other cools from ac refrigerant.
Piersberg High Flow pump: could not find this pump. Found a Petersburg but they are not a direct fit for the SL 55, appears they mostly manufacture surge and sump type of pumps.
The 010 does have out standing flow rates and stats exist all over the net with regards to.
Keep us informed with your mods, will be interesting, I know I await your update.
What is your eta to get all completed ?
Info on Pierberg pumps (and other alternatives) below. Flows best under pressure, as with our systems (Bosch suffers under this real world condition - see graph). The pumps are a direct fit, offered by various suppliers like Renntech (who I don't recommed, their rates are excessive).
Only installing one chilling system, Killer Chiller Drag Kit from Kincaid. Why? it has twice the thermal mass of the standard offering, thereby cutting recovery times in half, I don't care what it's called, it's better and the cost increase is insignificant. The system uses a mix of water and engine coolant, important to get this right or you get a block of ice.
I'm using 2 heat exchangers, not 1, the OEM plus the Weistec HE.
Car mods in progress, but due to a leak in a welded T fitting it won't be ready until next week when the replacement part arrives and is installed.
Happy Reading........
1. Stock IC performance: Around 15 lpm @ 50 kPa:
Bosch 392 022 010
Meziere WP136S
Johnson CM90
Jabsco 50840
Davies Craig EWP115
Pierburg CWA-200 and several other coolant pumps like the the Dayton 5PXX0 also fall into this category
Bosch 392 022 002 is a step behind the others
2. Improved IC performace: Around 20 lpm @ 70 kPa:
Peirburg CWA-50
VariMax 410110
Camero ZL-1
3. Best IC performance: Around 25 lpm @ 100 kPa:
Pierburg CWA-100
Flojet DC40/10
Corvette ZR-1
Stuart Turner 12/50
Jabsco 50860
Stewart-EMP E2512A would also be in this category, as Lingenfelter measured the installed flow the same as the ZR-1
Pierburg CWA-400 scrapes into this category, but its a coolant pump, and would be stalled as an IC pump
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