Maybe something like this could be replicated. This is the layout for the new AMG 55 biturbo that will put the 63 out to pasture. this engine has 10:1 compression and makes 575hp.

 

NOW we're talking

 

That is nice but would be insanely expensive for such a limited market. To keep cost reasonable, best location will be either passenger side rear corner of engine or drivers side front corner and move the electronic modules on the fenderwell. Also needs to come off the stock manifolds.

Turbo could go in either location. One issue will be the plastic throttle body, it will need a little rework to hold boost pressure.

If I was going to do a system on mine, I would likely build myself a common plenum sheet metal intake and beef up the stock throttle body. I would install four supplemental injectors, two per side leaving stock injectors in place. With the supplemental fuel injection computer I use, tuning would be a snap. I can control the upstream O2 sensor for part throttle boost fuel correction, control the stock map and maf sensors to prevent overange, and use the four additional injectors to control open loop fuel addition.

Another alternative was to weld in six more injector bungs, one per runner, and kick them in when in open loop.

 

We are designing tuning around a system that has been developed by Corky, adapted by Kleeman and proven its reliability on boosted Mercedes V6 and V8 engines (112 & 113 engines). I shouldn't be giving away Kleeman's secrets, but will tell you that no tuning on the ECU is necessary and that no changes or swapping of the fuel injectors is required. Read that as saving a bunch of money. When the car is not under boost the car will drive just like it came from the factory. As soon as boost is detected the air fuel ratios will be correct right through to maximum boost. 8lbs of boost should produce 349hp compared to the stock 215hp.

As far as placement goes, I just hope that the placement also works with my V8! This project started out a project to turbo my car, but has grown into a potential kit because Corky wants to produce kits for our cars.

I don't know if anyone picked up on it but in the picture above of the turbo system on the new 55 bi turbo, you can see that Mercedes still likes to make it hard for people to try to increase performance. Just look at how hard it would be to change turbo's! They are part of the exhaust manifolds.

 

Our throttle body is in no way plastic... it's a metal plate in a metal body attached by a metal shaft. The only plastic part is the external cover for the electronics, and maybe some of the motor gears (which wouldn't see much more load under boost anyway)...

I think you might be thinking of the plastic MAF elbow which attaches to the throttle body, which would be eliminated in any conceivable turbo build anyway (since the MAF would need to be relocated).

 

This probably goes without saying, but if you already have an ECU tune from Eurocharged, you might want to flash back to stock, correct? Or can we leave the Stage 1 flash tune in place?

 

Most tuners advance the timing which we really don't want to do with a turbo. Also if you are the first V6 then we need it with a stock tune. Some aspects like 155mph limiter switched off you can keep. Just want the stock engine maps to work with.

 

Cool, I'll give Jerry a ring and have him flash it back.

Thanks,

 

better wait until after next week!! i at least want you in the low 15's!

 

Well, true.

I'd love to see what my current setup is netting me. Next week will be the first time I've run this car down a strip...

 

Great idea. Go get a baseline to compare against latter.

 

I will have to look up the info, another running boost on the 3.2 was having issues with keeping throttle body and charge pipe connections tight. Not that the body itself would not hold boost.

 

In a couple of hours Corky will have looked over a Crossfire and we will know what kind of a setup we can do!

 

Looking forward as well, hoping for 14s

 

Anxiously awaiting.

And yes Boiler, definitely hoping for 14's... LOW ONES.

If not, this thread appears to be a fix. I'll go ahead and spoil the surprise though, I am NOT a 1/4 mile racer. It's just as well, the 6-speed is rubbish for that. If only 1st gear was taller...

 

I would be in on this. This Corky fellow giving us all this info before he expects money should get more people excited. As long as we're not looking at putting money up next week and keep the final cost in that neighborhood. I'll be in no doubt.

 

Bell Engineering has been around a long time. He has never mentioned any need for up front money. He wants to develop a kit and just make it availbale for those who want it. He is hoping to see some interest and would love to sell at least five kits in a fairly short amount of time after the kit becomes available. He would also like to sell up to 150 kits globally over time. This is the first time a major name in the business has wanted to work with our cars. He is doing us a huge favor and risking a lot of time and effort. Development time is expensive. Once a kit is avaiable and proven, we really need to support Bell so that he can achieve an ROI and not regret taking a risk on us. I also believe that if we can dramatically increase the performance of the n/a cars it will lead to more demand for Crossfires and greater re-sale vaulue. There are already enough 11 and low 12 second SRT's out there that finding SRT's to buy is getting harder.

 

I think you misread me. I was making a point that he is doing this out of his pocket until he makes a ROI as you put it. I think him putting the faith in our community to make it worth his while should make a big impression with some people. I'm in as long as the development cycle gives me a few month to save. Hope that cleare up a murky post.

 

I just got off the phone with Corky and here is his first impressions. Thanks John for bringing your car to him! A second car showed up with a driver named Bill. Corky said it was black, beutiful and didn't have a spec of dust, so I am assuming that was Bill F. Corky also drove John's car and Corky feels stupid for thinking all along that our cars are Chryslers. He said in less than a mile it was obvious that he was driving a Mercedes. He loved the car but he did say the car wasn't very stimulting in the power dept.

They had a non running car on the lift, so John is coming back in a day or two or Saturday to go on the lift. One of Corky's guys did crawll underneath and they are convinced they can do a rear mount. They also determined that a single or dual setup in the engine bay would also also work. Corky confirmed that he can do the rear mount in the $3,500. range FOR SURE. That is good news. The advantages of the rear mount is that you end up with a very clean and factory look. A ML/E 320 type engine cover with the charge pipe on the passenger side of the engine and made to fit the the cut out on the engine cover would look very OEM.

The twin or single set up would cost more but he wasn't exactly sure how much more yet. He sees that he can put turbo(s) behind the headlights but would probably have to fab up exhuast manifolds or modify the stock ones. There would also be things to relocate like the expansion tank and the fan control module. He aslo mentioned that it may be possible to locate a turbo below the manifold agaisnt the block. He will wait until he gets the car again to check this but one of his techs thought it might be possible.

Over the weekend I parked next a SLS63 that had a V8 biTurbo emblem on it and thought that would look great on my car! However, I still think this kit needs to make financial sense and needs to be attractive compared to selling a car and buying an SRT. Corky will look at all the options and costs but he did say he was right now leaning towards the rear mount.

Today was a good day! After driving the car, Corky fell in love with the Crossfire and is more excited than ever, and we know we can get a rear mount kit for a reasonable price of about $3,500.

 

As long as he can get the charge pipe enough clearance to be daily driven with no injuries, and generate 8-9 PSI, I'm a fan of the rear-mount.

Not only is it easier to develop in-house, but it's cheaper. Both of those points make it easily marketable, and that's the thing we need to be focused on. Also, rear-mounting means we can use nicer headers (Speedriven keeps their header market since the turbos won't need a special mainfold), and the headers will in theory make the turbo that much more efficient. It also brings the hot turbo out of the engine bay, and this will help keep IAT's down.

With a rear-mount, we would still want am air-to-air FMIC, correct? The cooler the better.

Agreed totally on using the E-320 engine cover... very clean.

Not a fan of turbos behind the headlamps... too much weight on the nose of the car, and makes doing anything near the headlamps a PITA, as if it isn't already one.

Twin turbos on custom manifolds is the stuff dreams are made of, but it's impractical from a marketing standpoint unless he can do it for $4,000. Every $500 you go up in price, you'd eliminate 20% of your already limited market. Cheaper is better.

My question: where would the air inlet be positioned on a rear-mount?

Thank you for the update!! Throw him my cell # if you'd like.