Jim's 190E 2.3-16 "Kompressor" Project

 Mercedes have "Kompressors"   (click on the picture to enlarge) See Alan's Turbo 16V

My black 2.3-16 with my 190SL in the background. This is my "daily driver" so I cannot have it in pieces long.  That is the reason for buying a second manifold and pulley.
This is a "before" chassis dyno run.  The power fluctuations at the higher RPM's  show that I have either a fuel or ignition problem. 
Top view of the "Kompressor" from a 1999 SLK.  The air input is on the left, the bypass valve duct on the right.  Note the magnetic clutch pulley. 
A side view of the Eaton M62 supercharger with Mercedes ducts.  The right output duct will need to be cut so that the duct does not extend past the pulley. 

Manifold

This is a second exhaust manifold that I got to modify so that I could drive the car while work was being done..
The modification was to take the #2 tube and reroute it under the #1 tube to provide space for the blower air intake duct.
The bottom side of the modified exhaust manifold.
This picture shows the installed manifold and the space that was opened up for the supercharger ducts.

Bracket 

This bracket took two days to fabricate.  The bracket was made from quarter inch steel plate and the pads holding the supercharger and belt tensioner were made from half inch rod that was drilled and taped.  The bolt holes on the right are for the alternator bracket.
The supercharger attached to the bracket.    Note the belt tensioner from an SLK. 
Another view of the Supercharger mounted to the bracket.  Note the welds where the output duct was shortened and the resonator tube on the input duct was removed.

Trial Fit

This will be the installed location.  Note the engine mount on to the left of the duct.  The alternator bracket is the fuzzy aluminum at the top.  The "Coke" is a cardboard template for the mount. 
This is a trial fit of the supercharger attached to the bracket and  engine.  Note the new crank pulley that Daniel Miller made for me.   The difficult part was the pulley and tensioner alignment. 
I am again sorry that more of the pictures did not come out.  I am finding that it is very hard to take good pictures of and engine compartment.  None of the pictures from underneath came out as intended.  By the time I learn to take pictures, the project will be over. 

Finally, Complete Installation Air Cleaner

An overview of the engine compartment with the air cleaner on the left and the duct to the throttle body on the right.
A view of the air cleaner and hoses.  The copper pipe connects to the radiator.  The vacuum by-pass valve is in the middle while the main duct is on the right.
A close up view showing the problems I had with installing the by-pass duct while avoiding the alternator pulley and the radiator hose/pipe..  
A view of the outside of the air cleaner.

Duct to Throttle and Views from Below

The duct to the throttle body has an extra bend because the temperature sensor interfered with a bar on top of the throttle body. 
This is a view from below that shows how tight the installation is.  The supercharger is at left, the belt tensioner in the middle and the pan on the right.
Another view from below that shows the belt tensioner.
The air duct runs below the radiator and turns up behind the oil cooler.

Happy Guy

It works!.  Lots more yet to do to make it work correctly.  Initial test indicate that horsepower increased from 174 to 195 at 6000RPM.
This is a picture from the Virginia International Racetrack (VIR) Feb 23 2002
Another picture on the same weekend coming down the hill.
Driving through turn 3 at VIR.

Future steps in the project: 

DONE: Work out plumbing and an air filter (need to locate the two temperature sensors).  I have fabricated an initial plumbing system from PVC drain pipe.  It is easy to work with and if everything works as hoped, it will be a excellent pattern from which to fabricate a steel or aluminum duct.

DONE:  The initial air filter design  utilizes an oval filter next to the windshield washer fluid reservoir.  It will require the moving of the auxiliary water pump and relocating the radiator tank hose.  The lower radiator hose also needs to be modified to route it closer to the radiator to provide clearance for the supercharger pulley and belt. 

DONE: I plan to tap into the brake vacuum hose for the vacuum connection needed for the bypass valve.  I have not decided on how or where to connect the electric supercharger clutch.  I will install a relay and plan to try a number of alternatives to see what works the best. 1) On with either the key or the fuel pump.  2) On when the idle throttle switch is off.  3) On when the wide open throttle switch is activated.    

YET TO DO: I have two problems.  The boost needs a pressure relief valve.  The vacuum bypass valve does not provide relief at intermediate throttle settings.  The MAJOR problem is that the throttle binds or freezes when boost is above 5 PSI.  I am not sure how this problem will be solved.  

If you have any thoughts or ideas, email  Jim Villers or post a comment on Mercedes Shop Performance Paddock Forum