Why do SLR's put down 600+whp on our same superchargers?
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From: Heaven
2008 SLR
I saw an SLR supercharger the other day and the rotors themselves looked IDENTICAL to ours in size...the part where the gears go is different ( apparently it's geared for more boost ). I also saw an SLR put down 630whp on a dynojet.
This being said, where are we losing so much power? I really, honestly believe that our intercooler is to blame. It's just so small and packed so tight that I believe it's too restrictive. Has anyone done any testing to see what the pressure drop is before and after the intercooler? How about the heads? Are the SLR heads any different?
The SLR has something VERY right going for it and I don't think it has anything to do with it's supercharger.
This being said, where are we losing so much power? I really, honestly believe that our intercooler is to blame. It's just so small and packed so tight that I believe it's too restrictive. Has anyone done any testing to see what the pressure drop is before and after the intercooler? How about the heads? Are the SLR heads any different?
The SLR has something VERY right going for it and I don't think it has anything to do with it's supercharger.
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2004 E55,1969 300SEL6.3,2011 ML350 BlueTec Diesel,2005 ML400 CDI
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2005 E55 AMG - - 2005 SL55 AMG - - - - - - 2006 SLK55 AMG - - - - - - 2013 Ducati Diavel AMG -
A blown C6 LS7 Z06 has more torque than our stock 55K's and I have yet to see a failure from their stock Ti con rods...
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2005 E55 AMG - - 2005 SL55 AMG - - - - - - 2006 SLK55 AMG - - - - - - 2013 Ducati Diavel AMG -
Forgot to mention the all mighty C6 ZR1 uses exotic Pankel titanium connecting rods in it's supercharged LS9 which easily handles 638 hp at 6,500 rpm and 605 lb-ft of torque at 3,800 rpm. 
The LS9 successfully completed more than 6,800 hours of dyno testing, including a simulated 24 Hour Le Mans race and was held to passenger-car durability standards test of more than 100,000 miles.
The LS9 successfully completed more than 6,800 hours of dyno testing, including a simulated 24 Hour Le Mans race and was held to passenger-car durability standards test of more than 100,000 miles.
Last edited by Havoc; Nov 20, 2011 at 12:58 PM.
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From: Florida-Germany-New York
2004 E55,1969 300SEL6.3,2011 ML350 BlueTec Diesel,2005 ML400 CDI
If you want 'em, this is a good source.
http://tricktitanium.net/titanium-connecting-rods
One interesting aspect of titanium is that it virtually never fatigues. Anything which adds lightness helps.
There are really no secrets to building exotic highly reliable engines and the 113 can be taken to any level you choose. It still amazes me what can be accomplished with a GMC motor for so little money (comparatively speaking).
If, in the future, I decide to keep the E55 forever (at my age, forever ain't that long), I would probably go for a complete engine rebuild using the various exotic materials and components just for the satisfaction. I did this with my M100 motor and the funny thing is that I used Chevy valve springs because they turned out to be the best for that motor.
http://tricktitanium.net/titanium-connecting-rods
One interesting aspect of titanium is that it virtually never fatigues. Anything which adds lightness helps.
There are really no secrets to building exotic highly reliable engines and the 113 can be taken to any level you choose. It still amazes me what can be accomplished with a GMC motor for so little money (comparatively speaking).
If, in the future, I decide to keep the E55 forever (at my age, forever ain't that long), I would probably go for a complete engine rebuild using the various exotic materials and components just for the satisfaction. I did this with my M100 motor and the funny thing is that I used Chevy valve springs because they turned out to be the best for that motor.
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From: Sin City
2005 E55 AMG - - 2005 SL55 AMG - - - - - - 2006 SLK55 AMG - - - - - - 2013 Ducati Diavel AMG -
Without proper forging, prep, and coating titanium will corrode and scratch which causes cracks and some require maintenance, like replacement, equal to Aluminum rods due to stretching.
Thread Starter
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From: Puerto Rico
2005 E55 AMG
Regardless, I really see no point in using them in a 55K engine.
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From: Sin City
2005 E55 AMG - - 2005 SL55 AMG - - - - - - 2006 SLK55 AMG - - - - - - 2013 Ducati Diavel AMG -
For my build, I went with larger forged pistons which are heavier than the stock cast pistons so I decided to go with Ti rods to help reduce the added weight. I believe they will be very beneficial for my particular build.
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From: Vancouver, BC
CLS55 AMG
a bit off topic, but it seems like you're putting a lot of money into your motor Havoc, what power level are you trying to accomplish? It almost seems that it would have been more cost effective to just source an SLR motor
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2005 E55 AMG - - 2005 SL55 AMG - - - - - - 2006 SLK55 AMG - - - - - - 2013 Ducati Diavel AMG -
MBWorld Fanatic!
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From: Atlanta
2006 E55 AMG
Forgot to mention the all mighty C6 ZR1 uses exotic Pankel titanium connecting rods in it's supercharged LS9 which easily handles 638 hp at 6,500 rpm and 605 lb-ft of torque at 3,800 rpm.
The LS9 successfully completed more than 6,800 hours of dyno testing, including a simulated 24 Hour Le Mans race and was held to passenger-car durability standards test of more than 100,000 miles.
The LS9 successfully completed more than 6,800 hours of dyno testing, including a simulated 24 Hour Le Mans race and was held to passenger-car durability standards test of more than 100,000 miles.
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From: Florida-Germany-New York
2004 E55,1969 300SEL6.3,2011 ML350 BlueTec Diesel,2005 ML400 CDI
Yeah, it really comes down to the specific application since the material alone is extremely expensive minus the extensive machining. For all out racing, there's no need to go the extensive machining route since everything will get replaced regardless, but for street use proper measures should be used to ensure longevity.
For my build, I went with larger forged pistons which are heavier than the stock cast pistons so I decided to go with Ti rods to help reduce the added weight. I believe they will be very beneficial for my particular build.
For my build, I went with larger forged pistons which are heavier than the stock cast pistons so I decided to go with Ti rods to help reduce the added weight. I believe they will be very beneficial for my particular build.
For what you are doing with your 113 and what AMG did with the SLR motor, the forged pistons were the only way to go. However, what you chose to do by compensating for the weight with titanium rods is very clever and should have been implemented by AMG for their $400K+ SLR.
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From: Orange County, CA
GMC - Miata - Trek - P-Car
GM’s supercharged LS9 ZR1 pumps out 605 lb-ft at 3,800 rpm.
Less bottom-end torque, though no slouch in the output and longevity department would be Porsche’s formidable GT3 RSR, 959, 935 and 962.
It’s probably no coincidence they’re all equipped with Pankl titanium connecting rods.
disclaimer: their purported benefits are likely inconsequential to the performance of any M113K. :)
http://www.pankl.com/
Last edited by splinter; Nov 22, 2011 at 11:07 PM. Reason: add link
