Con rod specs for Turbo Technics TT
Discussion
I have a Turbo Technics Twin Turbo kit for a M103 (Mercedes) engine.
I'd like to have it fitted to my G, but despite enquiries to Turbo Technics in Northampton, I cannot get the specs. I know I can resolve the problem electronically, but I would prefer to do it mechanically.
Originally when these were fitted (mainly by Hughes of Beaconsfield) and the con rods were sent back to Turbo Technics for exchange/adaption.
If anyone knows the specs I'd be very grateful.
Thanks.
I'd like to have it fitted to my G, but despite enquiries to Turbo Technics in Northampton, I cannot get the specs. I know I can resolve the problem electronically, but I would prefer to do it mechanically.
Originally when these were fitted (mainly by Hughes of Beaconsfield) and the con rods were sent back to Turbo Technics for exchange/adaption.
If anyone knows the specs I'd be very grateful.
Thanks.
DVandrews said:
On other TT conversions the rods have been shortened to lower the CR, this was acheived by re machining the big end eye higher up the rod. Whether this is true for your engine I don't know...
Dave
Yes, that is what is done and I can easily get someone to do it, problem is, I can't establish the specs.Dave
stevieturbo said:
DVandrews said:
On other TT conversions the rods have been shortened to lower the CR, this was acheived by re machining the big end eye higher up the rod. Whether this is true for your engine I don't know...
Dave
Seems a totally extreme way of lowering CR !!Dave
stevieturbo said:
IanA2 said:
Why so? It was the way the kit designed and approved by Mercedes. If you know another mechanical way I'd be grateful for some pointers.
The same way it is lowered normally..Via dish in pistons, new pistons, cylinder head chamber size, thicker gasket etc etc
But again the problem is the specs. Also, the gasket might be a problem. Any ideas?
Many thanks guys. Lots of v helpful ideas/suggestions.
Maybe I've fixated on a mechanical solution a) because that's how it was designed & b) because it's an old (1991) engine (although only covered 87K).
I do have an electronic solution that will work (it's proven) so maybe that is the way to go. I don't know.
Any idea as to where I might get the thicker gasket made up?
I don't know if TT were cautious as they were working with MB looking over their shoulders.
Maybe I've fixated on a mechanical solution a) because that's how it was designed & b) because it's an old (1991) engine (although only covered 87K).
I do have an electronic solution that will work (it's proven) so maybe that is the way to go. I don't know.
Any idea as to where I might get the thicker gasket made up?
I don't know if TT were cautious as they were working with MB looking over their shoulders.
stevieturbo said:
IanA2 said:
Many thanks guys. Lots of v helpful ideas/suggestions.
Maybe I've fixated on a mechanical solution a) because that's how it was designed & b) because it's an old (1991) engine (although only covered 87K).
I do have an electronic solution that will work (it's proven) so maybe that is the way to go. I don't know.
Any idea as to where I might get the thicker gasket made up?
I don't know if TT were cautious as they were working with MB looking over their shoulders.
Times have moved on, electronic tuning has moved on. The standard CR is low enough for a very modest amount of boost without touching the engine at all. So really that would be the best option, rather than choosing to be bound by something designed 20+ years ago and sticking to that approach.Maybe I've fixated on a mechanical solution a) because that's how it was designed & b) because it's an old (1991) engine (although only covered 87K).
I do have an electronic solution that will work (it's proven) so maybe that is the way to go. I don't know.
Any idea as to where I might get the thicker gasket made up?
I don't know if TT were cautious as they were working with MB looking over their shoulders.
Cost of a custom gasket could be expensive.
Some take a crude approach of sandwiching a steel plate between two gaskets, but this can affect other aspects like cam timing ( assuming OHC )
Ferriday engineering may be able to make you up something
But really...I see no point at all in opening the engine up with such a low CR already unless you're intending to use more than 15psi boost.
Long shot this, but can you use LPG with TT. Gut feeling is that theoretically it's possible but probably a PITA. I don't know. Only reason I ask is that I have a nice system already fitted.
stevieturbo said:
Very much so you can use LPG with turbo.
But again all the same things apply when tuning a petrol engine. It requires a suitable system and most importantly someone competent actually tuning it.
What sort of LPG system is it ?
Where most installs fall down, is because there are brainless idiots installing them, with no clue how they actually work. n/a is very easy and forgiving even if they're not installed properly.
Turbo setups will be less forgiving, and would need to be installed and tuned properly.
Thanks that's good to know, I'm lucky I have an ace LPG guy near me. He did my re installation a few years ago. The original was sBut again all the same things apply when tuning a petrol engine. It requires a suitable system and most importantly someone competent actually tuning it.
What sort of LPG system is it ?
Where most installs fall down, is because there are brainless idiots installing them, with no clue how they actually work. n/a is very easy and forgiving even if they're not installed properly.
Turbo setups will be less forgiving, and would need to be installed and tuned properly.
te. Runs like a dream now 
stevieturbo said:
Very much so you can use LPG with turbo.
But again all the same things apply when tuning a petrol engine. It requires a suitable system and most importantly someone competent actually tuning it.
What sort of LPG system is it ?
Where most installs fall down, is because there are brainless idiots installing them, with no clue how they actually work. n/a is very easy and forgiving even if they're not installed properly.
Turbo setups will be less forgiving, and would need to be installed and tuned properly.
Thanks that's good to know, I'm lucky I have an ace LPG guy near me. He did my re installation a few years ago. The original was sBut again all the same things apply when tuning a petrol engine. It requires a suitable system and most importantly someone competent actually tuning it.
What sort of LPG system is it ?
Where most installs fall down, is because there are brainless idiots installing them, with no clue how they actually work. n/a is very easy and forgiving even if they're not installed properly.
Turbo setups will be less forgiving, and would need to be installed and tuned properly.
te. Runs like a dream now stevieturbo said:
But is it a very old gas ring type, or is it a modern electronic injection type ?
In order to work, he'd need full control over gas injected, not just what most do and try and rely on a narrowband lambda sensor at idle, and adjust some fuel trims based on that.
That primitive approach often ends up with blown engines.
Thanks, it's a modern Italian controller, but if it does not suffice, no worries, the guy knows his stuff and if he needs to change it he will.In order to work, he'd need full control over gas injected, not just what most do and try and rely on a narrowband lambda sensor at idle, and adjust some fuel trims based on that.
That primitive approach often ends up with blown engines.
Last question, will the exhaust need any modification. Currently it's a SS straight through.
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