I am a hot rodder at heart, and one of my passions is swapping powerplants into vehicles that they don't belong in. With that in mind I have been carefully planning to swap a 500+HP 2.4L turbo engine from one of my project SRT-4s into a crossfire. I had been using a wrecked SRT6 and an old 2.4 engine as mock up pieces. I was headlong into fabricating the oil pan and engine mounts, when something unexpected happened. I stumbled upon a fairly reasonably priced M113K, complete with transmission. I pick them up on Friday.

Ok, so course change! I was planning on ditching all of the MB electronics. But that's different, now. So, instead, I have questions for the gurus. Drive line is from an 03 CL 55 AMG.

1. Is the transmission from the CL 55 simply a 722.6?
2. If so, is the bell housing the same as the Crossfire's 722.6?
3. Is it best to use a modified Crossfire ECU, or should I try to get the one from the CL55?
4. Who should I talk to about modifying the ECU, in either case?
5. What are the gotcha items and/or things I should definitely service before putting it into my crossfire?


I'm sure many more questions, but this is a start.

 

The answer to all those questions are Josh Chase at CLICK

 

Thanks, I left him a message.

 

An m113k swap is going to be a lot more straightforward than a turbo 2.4 swap you were planning especially if you're dropping the m113k into a srt-6.

 

Oh, for sure, and for so many reasons. However, I had most of the difficult problems solved, including bus communications. I have had a full mock up of all the modules, with a 2.4 turbo NGC3 PCM on a bench for quite a while now. The adapter plate for the engine is done, and currently in the mock up car. The M113K is certainly easier, but the 2.4 had the allure of having haven't been done

 

I acquired the engine and it's 722.9 transmission on Friday, along with several computer modules. Waiting to hear from Josh on what to do with the ECU. I don't have a pic, but I cleaned up the engine. I ordered basic items, like valve cover gaskets, spark plugs water pump, belt pullies, etc. I also ordered the special fittings for the oil cooler, but thought afterwards, has anyone just used the M112K oil cooler setup?

 

Dont look like it would fit. I just did a search for a m113k oil cooler and they are different from the m112k. What special fittings did you order? The oil filter housing and oil cooler are joined together on both engines they are also different oil coolers.

 

I was thinking about swapping those assemblies, completely. I ordered the VPR M113K to -10AN fittings. However, it also looked like I could swap the whole housings between the engines, but I have not taken an in-depth look at it. There must be some reason MB/AMG decided not to use the M112K cooler setup on the bigger engine, but who knows.

 

Fittings are all here. I also decided to dump the factory returnless fuel setup. I will TIG weld a stainless -6 fitting at the end of the rail. This will hopefully eliminate the known fuel starvation problem to #8, and allow me to adjust fuel pressure as needed. It helps that I have most of that left from another project.

Pierberg fuel pump is here, that's easy. Josh has all of the electronics.

Tonight I finished blasting and 2 stage powder coating the transmission case and bel housing. Came out nice! Tomorrow I will rebuild the trans, and get it staged to bolt to the engine. I am adding a shift kit and blue top solenoids to it. The trans is from a 2009 5.7 Hemi car, so it should have all of the updates and heavy duty parts available up until that date.

Made significant progress on the HAG215 rear differential swap project tonight, as well. More on that in the HAG226 thread.



I have Friday off, so the goal is to have the drivetrain serviced, assembled, and ready for install by the evening.

Saturday, I plan to pull the stock driveline out and pressure wash the engine bay.

I will begin to add pics soon.



Closing this thread out, as I will try to cover all of this in a new thread on the actual swap found HERE.

 

How is there no video of this engine / car?

 

That is an interesting question. I indeed have no video of the car. I do have lots of info on it, though, and it is can be found here: https://www.crossfireforum.org/forum...e-journal.html

I saw your other post. A M113 swap is pretty straightforward. As detailed in my journal, the M113K is easier to live with when swapped along with some metal fabrication, as detailed in my journal. My next build will almost certainly be another Crossfire, but right now I am thinking about a 5.4L M113 with a 6 speed manual transmission. I think this would be the perfect balance driving car. Won't have that top end punch of the K engine, but it will be very manageable in the handling department. The K engine makes for a great touring car, and straight line performance is absolutely breathtaking. Modulating power in a setting like the Dragon? Mmmmm, not so much.

 

Thanks for the response. I'm in the early stages of gathering knowledge. Right now I'm in the what "will it take to put an absurd 500hp under the hood" stage. I imagine I'll get beyond that to somewhere more practical by the end of the day, but I keep trying to hit that 500hp number with a project car and I've never hit it.

Has anyone attempted to put anything the size of like an M156?

 

There has been some talk about the M156, but TBH, there are enough electrical issues with the M113(K) to keep one busy, without thinking about ESI, Drive Authority, etc, to think about a newer platform. There are probably a couple dozen Crossfires with M113/M113K swaps, and they're all pretty nice. I saw someone is selling a roadster with a 5.4L M113 that dyno'd at 400whp for sale on FB for $16.2k. Not bad, considering. The 'K' engines are pricey, and if you read my journal, you'll see there is a lot to do, particularly with the radiator/fan package. You'll still need a transmission to hold up to it, and support pieces like fuel, hoses, etc to deal with it all. the M113K bolted right up to everything, and in of itself, required no fabrication. If you live in a cooler climate than me, you might get by with little to no fab work. the nice part about the M113K is hat you are right at your HP goal, out of the box, with no mods to the engine. Put a pulley and a few other goodies on it, and you are way past your 500hp number, with plenty of room to spare.

 

Got it. I'll likely land on the M113K. What are the options for a sequential with that engine in this chassis?

 

You have two attainable options. The stock manual 6 speed and the stock automatic 5 speed. I chose a beefed up version of the latter.