is it twin mass? what size clutch? will make my six speed convertion even more aggro

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ce 320 amg
widebody
tiwn turbo
Mutty 'der nail'
soon to be a six speed nail


"some mods improve your car and make it into something it never was, other mods, however, although essentially the same, are not, and make that car a ricer"

if your car isnt shiny, you dont know what you are talking about, remember; paint shine = knowledge. In order to be taken seriously, you should spend all your money on paint, (and get a dyno reading).
Dont forget to polish it often

Technicaly I should have said "flexplate" as its for an auto. I'm pretty sure that manuals were offered behind the 2.3 Kompressor engine but I don't know the specifics about their flywheels but I would think they should bolt up just as well as the flexplate does.

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90 300TE 4-M
Turbo 103, T3/T04E 50 trim
T04B cover .60 AR
Stage 3 turbine .63 AR
A2W I/C, 40 LB/HR
MS2E, 60-2 Direct Coil Control
3" Exh, AEM W/B O2
Underdrive Alt. and P/S Pulleys,
Vented Rear Discs, .034 Booster.
3.07 diffs 1st Gear Start

90 300CE 104.980
Milled & ported head, 10.3:1 compression
197° intake cam w/20° advancer
Tuned CIS ECU
4° ignition advance
PCS TCM2000, built 722.6
600W networked suction fan
Sportline sway bars
V8 rear subframe, Quaife ATB 3.06 diff

i tried to use flywheel from 3.2 v6 engine with 60-2 teeth everything pass as it would be built for m104 engine theonly thing is, that it is 2mm closer to the engine block, so startet has been blocked on the flywheel during only 1 attemt i made. i think, that ring like in automatic gearboxs was put between crank and flywheel would solve the problem i know that, because i made upgrade from automatic 5speed gearbox to the dogleg manual with asd the diamater of the clutch is the same as orriginally

about my trigger on the cam i have only one tooth on the cam... here U can see how i placed the sensor, and the tooth flying in front of it
m104 running on megasquirt III v3.0 with strange innovate lc1 readings.... - YouTube

Could You tell me, if anyone knows ofcourse, is there any axhaust manifold for m104 3.0 24v which is almoust plug and play for turbo from any diesel engine??

maybe this would be good??

basically the most important thing is shape of exhaust pipes and diameter... if it would pass everything other is to remake

While the ports are in the correct location, the bolt pattern is very different. The 104 uses 4 bolts per port (3 on #1) the 606 has only two bolts between ports that are shared between adjacent ports. It may be possible to fashion adapter plates similar to what I've done for the 103. Check out the first page of my thread "Turbo manifold adapters" lower down on the front page. You may find it easier and cheaper though to simply weld up a manifold than adapt the 606 part which will limit turbo options due to the oddball flange.

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90 300TE 4-M
Turbo 103, T3/T04E 50 trim
T04B cover .60 AR
Stage 3 turbine .63 AR
A2W I/C, 40 LB/HR
MS2E, 60-2 Direct Coil Control
3" Exh, AEM W/B O2
Underdrive Alt. and P/S Pulleys,
Vented Rear Discs, .034 Booster.
3.07 diffs 1st Gear Start

90 300CE 104.980
Milled & ported head, 10.3:1 compression
197° intake cam w/20° advancer
Tuned CIS ECU
4° ignition advance
PCS TCM2000, built 722.6
600W networked suction fan
Sportline sway bars
V8 rear subframe, Quaife ATB 3.06 diff

since, i have solved problem with my lc1, i would like to push a little bit my turbo project... small steps to gain boost my pump is waiting on the shelf :

i started wondering about exhaust manifold, You told me, that this diesel one is bad option, so i decided do weld up one.... and if You would be so kind and share Yours flanges drawings, so i could make them cut out by a lasercompany?? basically i could make mines, but i must take down exhaust manifolds, take measurements and so on....

this is a long term project, because i promised my Fiancee, that turbo will land under my hood after our wedding

Helloo, i was driving home for Eastern i had fine occasion to do some tuning and...
1. i see great diffrence between low and mid rpm between ke and ms on side ofcourse ms...
2. fuel consumption is lower on ms...
3. but i am concerned about rmps above 5k to 7.5k... i think, that the engine is weaker, and i think, that rpms go higher slower... afr is around 13.0.... and i think, that i will get better effort when i change gear then going further wiht high rpms.

i don"t know if the intake camshast should be advanced over 4.7k rpm?? i can"t find any data about m104 3.0 24v and it"s phasing of intake camshaft...

The intake cam on the m104 3.0 - 24v should be advanced to 5000 rpm and then retarded. Here is a graph :

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190E 3.0-24v (M104 980) turbo @ 0.8 bar
1/4 mile: 2.483 / 13.540 / 175.17 km/h (street tires)

ok, and what are the low rpms when i should advance the intake cam?? 2k rpm?? 2,4k rpm?? thanks very much for the graph.... it explains many issues

today came to my mind another question : If i am using fully sequentional injection with ms III what should be the moment of the injection in engine and sequential settings-> angle specifies-> end of squirt??what about trim tables?? what angles of squirt should i test for the beginning??

2k Rpm is abt right for cam advance and since ur doing ur own tuning try to switch off the cam advance at different rpm points, that way u find the sweet spot.

__________________
Jay,
-----------------
-1995 Blue W202 C36 AMG (M) SOLD ;(
-1995 Black W140 S500 (Lady)
-1992 Black W124 E300 (Dima) (Ex-Mosselman
Twin turbo Kit).
-1988 Black W124 300 E 4-Matic.(Nadeen)
-1983 Brown W126 500SEL.(Old Lady)(Sold)
-1981 Gold W123 280CE.(Dareen)(Sold)
http://www.youtube.com/user/jayrasheed

I turn mine on at 1300 rpm and turn it off at 6000 rpm. You can easily tune it on a dyno or if you have a g-tech or similar device that can give you a graph of the HP/TQ .
Here are two graphs of my car, the first* is when I retarded the intake at 5000rpms and the second when I turn it off at 6000rpm. You can see that the dip in power between 5000-6000 rpm is almost gone.

* note: on the first graph the rpms are a bit of due to calibration, the dip in power/torque is between 5000-6000 rpm

__________________
190E 3.0-24v (M104 980) turbo @ 0.8 bar
1/4 mile: 2.483 / 13.540 / 175.17 km/h (street tires)

today I'm coming back from holidays... i have 500 km to go through, so i will have much time for tuning and checking all combinations thanks for your advices, i will check them all during coming back trip i can't stop thinking about time of injection, when using seqeuntional injection. could Anypne say something about that?? i have read, that it should be turned to (angle specifies) end of squirt and what kind of angle in trim table??

hello, thanks for the tips... i made 500km back home (mostly -99% on lpg with ms III and dual fuel) and i am very satisfied with the result of conversion and what i got on MS II I with comparision to jetronic or even ms II. low and mid rpms have greater torque, so i don't have to reduce gears from 5th to lower to achieve good acceleration at low speeds so engine is more flexible, high rpms are also much powerful than on jetronic, fuel consumption has been lowered very much. on jetronic and blos i couldn't get lower lpg consuption on trip than 15liter, now with variable afr over the rpms and vacuum i get 13 with drive style i never droven on jetronic.... using blos i hadn't got rpms over 4k, because it was to small to this capacity, but bigger wasn't produced any more....

conclusion - it seems like hell of fun driving this car now

please tell more about the lpg system, i was watching a guy in australia who was going that way, but he just had problem after problem, and has now given up.

was the lpg fitted prior to ms?
did you fit it?

__________________
ce 320 amg
widebody
tiwn turbo
Mutty 'der nail'
soon to be a six speed nail


"some mods improve your car and make it into something it never was, other mods, however, although essentially the same, are not, and make that car a ricer"

if your car isnt shiny, you dont know what you are talking about, remember; paint shine = knowledge. In order to be taken seriously, you should spend all your money on paint, (and get a dyno reading).
Dont forget to polish it often

i use two vapours (magicIII), magicjets injectors, which are driven by ms. i switch maps and injectors with relays i have temperature adjustments and pressure adjustments with ms III as hardware for low z lpg inj. i use p&h board from jbperf.com. what would U like to know more?? ask, i will tell U all i know
it is fitted to ms i fitted it to ms, and whole instalation to my car