Hi I have been looking on line for the engine specs for both the NA and SC engine for the crossfire. I understand it is the M112 engine and an AMG version but I cannot find any specs to compare bore, stroke etc....

Looking at supercharger options but need the specs of the Engines. I read alot about this and that about the turbos and superchargers but I cannot find any info on the AMG engine.
I was reading about the KLEEMANN Kompressor system for V6 (M112) and they have .5 bars where the AMG supercharger is 1 bar. Has anyone researched the Kleemann Kompressor system for the crossfire?

Engine Specs
E32
The E32 is a 3.2 L (3199 cc) version. Bore remains at 89.9 mm but the engine is stroked to 84 mm. Output is 218 hp ECE (160 kW) or 224 hp ECE (165 kW) at 5700 rpm with 315 Nm (232 ft.lbf) of torque at 3000-4800 rpm. It has fracture-split forged steel connecting rods.

E32 AMG
The E32 AMG is a special version of the 3.2 L (3199 cc) E32, fitted with a twin-screw supercharger and water-to-air intercooler. The supercharger was developed in conjunction with IHI and features Teflon-coated rotors producing overall boost of 14.5 psi (1 bar). Output is 354 hp ECE (260 kW) at 6100 rpm with 332 ft.lbf (450 Nm) of torque at 3000-4600 rpm.

 

The amg engine is the same engine except has lower compression pistons. The crank, rods, cam,heads it's all the same. Nothing special just a supercharger and a big price tag to call it amg. In fact the supercharger is a off the shelf eaton M90 supercharger.

 

sorry maybe i mis read your post, bore is 3.54 " X 3.3 " stroke.

 

Hi I contacted Wheel to Wheel about there supercharger and this is the responce I got back.
http://www.w2wpowertrain.com/default.aspx

I would suggest a C30-94 probably. In terms of what it would take to install, that is a very complex question. To give you an idea, we would charge between $20K and $25K to do a custom install, I’m sure that is not what you are looking for, but it gives you an idea of how much work it can be.

The first thing to think about is control strategy, more air means more fuel, probably less spark, ect. what plans do you have for making those things happen. We don’t have any experience with those cars, so you will need to find someone who does to help with that.

The major mechanical considerations are mounting the charger, developing the belt drive, air intake, pressure side air plus intercooler (recommended), by-pass system. Then you will need to look at PCV. Depending on what you need to do to complete the previous tasks, you may need to do other things. If you decide to move forward with the project, I can help you through all of the mechanical issues.

Don’t down play figuring out the controls strategy before even thinking about starting the project. You could end up fighting so many things it’s amazing.

 

N/A
SPECIFICATIONS - ENGINE
ENGINE SPECIFICATIONS DESCRIPTION SPECIFICATION
GENERAL SPECIFICATIONS
Engine Type 90 ° Bank Angle Liquid Cooled with Dual Tuned Intake Manifold and Twin Ignition
Displacement 3.2 L (195.2 cu. in.)
Bore 89.9 mm (3.54 in.)
Stroke 84 mm (3.31 in.)
Valve System SOHC 2 Intake and 1 Exhaust Valve per Cylinder Roller Rocker Arms
Compression Ratio 10.0:1
Brake Horsepower 215 (160 KW) @ 5700 rpm (67.2 bhp/liter)
Torque 230 lb. ft. (312 N·m) @ 3000 rpm
Firing Order 1-4-3-6-2-5
Lubrication Pressure Feed – Full Flow Filtration
Cooling System Reverse Flow – Forced Circulation
Cylinder Block Cast Aluminum Alloy with Siltec Bore Liners
Crankshaft Forged Steel
Connecting Rods Forged Steel
Pistons Aluminum Alloy – Flat Topped
Compression Pressure 689 kPa (100 psi)
Max. Variation Between Cylinders 172 kPa (25 psi)
CYLINDER BLOCK
Cylinder Bore Diameter
Standard 89.900 – 89.915 mm (3.539 – 3.540 in.)
Repair Max. 90.150 – 90.165 mm (3.549 – 3.550 in.)
Out of Round 0.014 mm (.0005 in.)
Taper 0.03 mm (.0011 in.)
PISTONS
Piston Diameter 89.87 – 89.90 mm (3.538 –3.539 in.)
Piston Ring Groove Depth No. 1 3.1 mm (0.122 in.)
Piston Ring Groove Depth No. 2 3.1 mm (0.122 in.)
Piston Ring Groove Depth No. 3 3.5 mm (0.137 in.)
PISTON RING GAP
Compression Ring No. 1 0.20 – 0.35 mm (0.007 – 0.013 in.)
Compression Ring No. 2 0.20 – 0.40 mm (0.007 – 0.015 in.)
PISTON RING WIDTH
Compression Rings 1.5 mm (0.059 in.)
Oil Ring (Steel Rails) 3.5 mm (0.137 in.)
CONNECTING RODS
Bearing Clearance 0.026 – 0.054 mm (0.001 – 0.002 in.)
CRANKSHAFT
Main Bearing Clearance
Radial 0.030 – 0.052 mm (0.001 – 0.002 in.)
Axial 0.100 – 0.266 mm (0.003 – 0.010 in.)
CYLINDER HEAD VALVE SEAT
Valve Seat Width
Intake 31.000 – 31.016 mm (1.220 – 1.221 in.)
Exhaust 35.000 – 35.016 mm (1.378 – 1.379 in.)
VALVES
Face Angle 45° ± 1.5°
Stem Diameter
Intake 6.975 mm (0.274 in.)
Exhaust 6.974 mm (0.274 in.)
Head Diameter
Intake 36 ± 0.4 mm (1.417 in.)
Exhaust 41 ± 0.1 mm (1.614 in.)
Length
Intake 119.4 ± 0.2 mm (4.700 in.)
Exhaust 122.2 ± 0.2 mm (4.811 in.)
Valve Margin
Intake 1.2 mm (0.047 in.)
Exhaust 1.6 mm (0.062 in.)

 

SRT-6
SPECIFICATIONS - ENGINE (SRT)
ENGINE SPECIFICATIONS DESCRIPTION SPECIFICATION
GENERAL SPECIFICATIONS
Engine Type SOHC 18-Valve 90° Supercharged V-6
Displacement 3.2 L (195.2 cu. in.)
Bore 89.9 mm (3.54 in.)
Stroke 84 mm (3.31 in.)
Valve System SOHC 2 Intake and 1 Exhaust Valve per Cylinder Roller Rocker Arms
Compression Ratio 9.0:1
Brake Horsepower 330 (246 KW) @ 6100 rpm (103.13 bhp/liter)
Torque 310 lb. ft. (420 N·m) @ 3500 rpm
Firing Order 1-4-3-6-2-5
Lubrication Pressure Feed - Full Flow Filtration
Cooling System Reverse Flow - Forced Circulation
Cylinder Block Cast Aluminum Alloy with Siltec Bore Liners
Crankshaft Forged Steel
Connecting Rods Forged Steel
Pistons Aluminum Alloy - Flat Topped
Compression Pressure 689 kPa (100 psi)
Max. Variation Between Cylinders 172 kPa (25 psi)
Supercharger Helical Two Rotor Design
CYLINDER BLOCK
Cylinder Bore Diameter
Standard 89.900 – 89.915 mm (3.539 – 3.540 in.)
Repair Max. 90.150 – 90.165 mm (3.549 – 3.550 in.)
Out of Round 0.014 mm (.0005 in.)
Taper 0.03 mm (.0011 in.)
PISTONS
Piston Diameter 89.87 – 89.90 mm (3.538 –3.539 in.)
Piston Ring Groove Depth No. 1 3.1 mm (0.122 in.)
Piston Ring Groove Depth No. 2 3.1 mm (0.122 in.)
Piston Ring Groove Depth No. 3 3.5 mm (0.137 in.)
PISTON RING GAP
Compression Ring No. 1 0.20 – 0.35 mm (0.007 – 0.013 in.)
Compression Ring No. 2 0.20 – 0.40 mm (0.007 – 0.015 in.)
PISTON RING WIDTH
Compression Rings 1.5 mm (0.059 in.)
Oil Ring (Steel Rails) 3.5 mm (0.137 in.)
CONNECTING RODS
Bearing Clearance 0.026 – 0.054 mm (0.001 – 0.002 in.)
CRANKSHAFT
Main Bearing Clearance
Radial 0.030 – 0.052 mm (0.001 – 0.002 in.)
Axial 0.100 – 0.266 mm (0.003 – 0.010 in.)
CYLINDER HEAD VALVE SEAT
Valve Seat Width
Intake 31.000 – 31.016 mm (1.220 – 1.221 in.)
Exhaust 35.000 – 35.016 mm (1.378 – 1.379 in.)
VALVES
Face Angle 45° ± 15'
Stem Diameter
Intake 6.975 mm (0.274 in.)
Exhaust 6.974 mm (0.274 in.)
Head Diameter
Intake 36 ± 0.4 mm (1.417 in.)
Exhaust 41 ± 0.1 mm (1.614 in.)
Length
Intake 119.4 ± 0.2 mm (4.700 in.)
Exhaust 122.2 ± 0.2 mm (4.811 in.)
Valve Margin
Intake 1.2 mm (0.047 in.)
Exhaust 1.6 mm (0.062 in.)

 

I would disagree with most of this info.

 

for alot of info on the amg3.2 check on this site C32life.com

 

I disagree also, The crank, rods, pistons, and cam shafts are all different. The head is the same. I don't have the time or want, to go through all the part #'s and tell you what all is different.

 

DO a search for "Vortec install" that should answer all your questions, you can boost this engine to 5-6 psi without any ecu tuning. After that you need different pistons. the Split Second ecu is proven compatible with the motronic 2.8 software, that is if you want to do more tuning than 5-6 psi

 

The pistons are forged and I believe most of the lower components are too. The rings also have a different oiling system, (little tube that spray oil up into the rings & cylinders).

 

both engines have oil sprayers

 

Both engines have forged crank, rods, ect...
both engines use mobile one

 

I'm no expert on these engine's, but I find it hard to believe that the N/A M112 has all forged internals. About the only time you'll find all forged internals is if a OEM engine is supercharged or turbo, (force feed).

 

It is not my intentions to say ayone is wrong. The parts are in the same believe it or not even if the part numbers are different. I say this because my company makes parts for several us auto companies, for example off the same die, for the same car one basket has a part number and goes to plant X and another basket goes to plant B with different part numbers. Think, It is not economicaly sound for any company to build a seperate line of tooling to make a limited number of " special any thing" trust me i do automobile tooling for a living. We count part cost down to the 1,000th of a cent. When you think millions of parts a month a penny saved a piece can be the difference between profit or loss. I am sure mercedes is more interested in making money than to make special parts. so with that said the cam, crank, rods, block, oil squirters and likely most everthing else is the same. But however if you don't believe go ahead and give your money away there is likely some who will sell you all the "special" amg/ srt parts you like.

 

<H3>DESCRIPTION



Flat-topped aluminum pistons (3 and 6) have machined pockets for valve clearance and asymmetrical skirts for low-temperature noise control. The pistons are formed from a special aluminum alloy to cope with the high temperatures created by dual ignition. In addition, the upper portions are hard anodized to protect the top ring. For optimal wear protection, the piston skirts receive an iron coating. Three, low-tension piston rings provide compression control with low oil consumption. Forged steel connecting rods (8) and crankshaft provide requisite strength with light weight. Connecting rods are forged in one piece from steel, and cracked rather than machined along the split line, providing a perfect fit for the two halves and reducing weight by 20 percent compared to a fully machined rod and cap while also greatly reducing machining. The rods are drilled longitudinally to deliver oil under pressure to the wrist pins (2 and 5), minimizing wear for long life.

</H3>

 

I guess I was wrong, first time for eveything . But I would like to know how they would consider an aluminum piston forged .

 

read here:
http://www.whnet.com/4x4/new_V6.html

NA motors have forged internals 4 bolt mains, and many other goodies. I doubt this was the first time you where ever wrong, lol as for the piston thaey take piston slug and place it in a mold and hammer it to shape, thus creating forged piston,

 

Thank you, I didn't feel like explaining everything

 

thanks shawn ..........