M113 engine rebuild - Part 10 - V8 Turbo. NEW RODS & HEAD STUDS + Project goals !!

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V8 Turbo. NEW RODS & HEAD STUDS + Project goals !!
I have measured almost every clearance at this moment only the crank axial play and piston ring vertical clearance need to be done
I think did not share any info yet on what the real goals for me are in this project. I changed some idea's along the way. But i did never mention these things. In the beginning i just wanted to build a S124 with a m113 v8 just with the oem setup so 306HP and a 5 speed auto box.
The second thing was at a turbo to get some more power and a little more technical aspect to the build, I also added the 500E bodykit to the project to make the look more special. Beginning this year i made the change to getting more out of the engine when i run on flexfuel.
The engine will have a base setting on 95 octane fuel what will be around 0.5 bar boost pressure and give around 400hp and 600nm on the crank. this is a quess. when running on E85 i think i can get to 700hp and 900nm at least and i will max out 750hp and 1000nm because i want to run a reliable setup. the transmission can handle 1100nm in stock form but i don't want to stretch.
Because of this pushing more out of the engine i think the rods are not strong enough in this 5.0 engine. So i got custom rods made in a I-beam profile with rifle drilling so there is an oil channel to feed oil from the big end to the small end. These rods are rated to 200HP per cylinder. The rods have 3/8" rod bolts .
I'm also upgrading the headbolts to headstuds. I wanted to go with ARP but ARP is very hard on small quantity. Only other supplier is weistec. But i think these are also ARP. And i'm in Europa and did not want to wait for long delivery times. So through one of my contacts. i got a supplier that could deliver me custom head studs to my specs of lengt and dimension. The have experience with this dimension running then up to 3.0 bar boost pressure. The bolts are rated to have around the same spec as ARP 2000. The dimension will have 7mm more threads down the block and having M11X 1.5 in the block just like oem and on the head side M11X1.25. like same spec as ARP is using.
I have 1 extra set in stock of a connecting rod set. and the will fit in a m113 5.0 and 4.3 and have the oem lenght so keeps the 1:10 CR ratio if the oem pistons are used. if you are interested contact me through the contact page
I can also get extra headstuds set. ask me for pricing
extra info on the oem piston is 56mm high with 2mm flat dome on the head. head thickness at lowest 5,5mm. If somebody has the oem thickness of a m113k piston let me now then we can compare these
if there are any questions just ask
JMSpeedshop.com

[@sonyhk3824]

Looking forward. Cheers 👍

[@JMSpeedshop]

Thanks

[@zonta71]

cant wait for the other vids to come. awesome. i have the ml500 and i am collecting parts for a rear turbo mount. and keeping it all stock. running water/meth combo might solve issues short term so am on a look out for a spare and build that up as your videos can now be my go to for tech details. the CR with 85 RON works but expensive as a daily. looking forward to your oiling solution for the turbo. thanx for your vids as always.

[@JMSpeedshop]

Thanks . It will all be in the video s 👍

[@FireflySpeedshop]

What sort of power you looking for? I’m currently swapping charger for Turbo on mine

[@JMSpeedshop]

Around 700-750 crank hp and 900-1000 crank Nm

[@renebh4127]

Why not schorter rods , with lower compression , the motor can run on more turbo pressure

[@JMSpeedshop]

See next video. This will come.i think tommorow or Sunday. There is not to.for shorter rods. It will be in the last 1/4 of the video. The rod can not be shortened without modified pistons on the bottom or machine the crankshaft. There is only 1.5mm play in between piston and crankshaft when on BDC

[@BizzyVlogs]

what is the lbs psi for the turbo? Not really sure about bar

[@JMSpeedshop]

Between 19 en 22 psi

[@mantasjuodkojis1443]

Amazing build and your videos! I would like to ask: as I understand all m113 43, 50, 55 weak spot is connecting rods, right? ok, forged ones solve a problem. But how about sleeves? Are those thick/strong enough for your desired power? And one just for curiosity: m113 43 engine to put turbo on is nonsense? (those are very cheap). Thank you in advance.

[@JMSpeedshop]

I think with good knock detection the sleeve would be able to hold 800hp . Mercedes tested the 55k engine on long runs on a test bench on 750hp. The weak spot of the rods are in the 4.3 and 5.0. The 5.5k can hold 750hpp on oem rods . There are examples of this. The 4.3 has different internals and smaller valve's. But as far as i know are also the piston is weaker. If you look to how much a turbo build will cost then is just taking a 5.0 instead of 4.3 a small price

[@mantasjuodkojis1443]

@@JMSpeedshop thank you for reply. 55k can hold lot of power indeed. But how about simple version of 55, not kompressor version?

[@JMSpeedshop]

Not sure about that . But a 55k and 55 na have different rods. But are both different from a 5.0 . Dont know the strenght of the 55 na

[@user-xq6sm8gv3e]

Hi, Big fan of your channel! Just to add below, m119 5.0 n/a AMG version and m113 5.5 n/a AMG version both have forged rods. Have seen both being used for years reliably with a turbo on 0.5 / 0.6 bar making around 550hp or little less at the crank. The m119 was an amateur drift project and the m113 was in a CL55 street car! So for a budget turbo build, just go with an AMG version and it will be better cost effective for the future! Cheers

[@JMSpeedshop]

Thanks ..but the oem 5.0 has also forged rods but also hold 500whp. But for how long. I just want a little more. And a amg engine is more expensive that s 5.0 na with engine mods. Here in europe

[@johntosh6146]

Have sent you a message on instagram