![]() ![]() These are just some thoughts i thought would help. I am assuming the intercooler is out front running from Driver to Passenger side.The oiling would be a bear. Similar to the 2.3L M111. The Turbo would fit nicely just below the manifold(Stock is best here) and then just use the stock Inter cooler and plumb the Air into the intake from the driverside. 1996-2000 SLK230 Kompressor (R170) M111.975. Adding a Turbo to the M271 from a Mechanical perspective would be very easy. Turbos stock run between 7-11PSI, this is not enough to really heat up the air, the inter cooler will reduce the air temp, and in some cases vector the air to either Swirl the air or straightening the flow.Ĥ. ![]() Its kind of an odd thing, but its there.ģ. Turbo Cars generally run Dished to reduce the Overall Compression to allow for the boost. They are probably running Flathead or domed pistons. Turbocharging a S/C car is not as easy as it sounds.Not knowing a lot about the internals of the M271. There are many manufactures that have done some very odd things to eliminate the lag but only one has had limited will bring the spool up down to about 1500-1700 RPM from 2250.Ģ. No mater how small your turbo you have lag. Anybody have any suggestions 1999 Mercedes-Benz C-Class C 230 Supercharged Sedan. Wouldn't hurt a ball bearing turbo either.Ī few things that i have seen with Turbo Cars.ġ. 1999 Mercedes Kompressor C230 wont shift out of 1st gear. The heat is a plus for spool up on a non ball bearing turbo. If not ceramic they make special heat bags just for turbine housings. Those that race make it a point to ceramic coat the turbine housing, exhaust manifold, and o2 housings. I guess we'll have to agree to disagree on the "heat on the turbine side" issue. You would still have to intercool it for maximum air density at high boost. I personally would not be interested in setting a turbo in the rear and then plumbing the compressor all the way back to the front if I wanted to run more boost. That heat would be localized with the use of heat shields or ceramic coatings. I had non ball bearing turbos (they are cheaper) in mind which require that added heat for better spool up. In my mind the only heat enemy is the compressed air regardless of surrounding temps. This would require more fuel, larger exhaust, bigger intercooler. I think it would be pointless to turbocharge a 230 komp if you weren't gonna push the motor to the limit. I was looking at it from the angle of dumping more boost than the factory intended (not just a replacement for the supercharger). I guess I was thinking more along the lines that the c230 is already intercooled. MSRP 34,810.00 Capri Blue Metallic 2005 Mercedes - Benz C-Class C 230 Kompressor Sport RWD 5-Speed Automatic with Touch Shift 1.8L I4 MPI DOHC Supercharged Intercooled Auto-Dimming Driver Mirror CD player Garage door transmitter. The added heat from the exhaust "location" is small compared to how much heat is generated from compressing. That's why our superchargers (which are not by the exhaust manifold) get intercooled. The heat from the compressor is not because it's by the exhaust manifold. ![]()
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