Figured I would put out a little info on the Euro market 8 pin ignition system. It would seem that many people are under the false assumption that the 8 Pin EZL aka Ignition Control Module consist of just a few "knock" sensors when nothing could be further from the truth.
The Mercedes-Benz Euro 8 pin ignition module consist of SEVERAL unique sensors to deliver a more aggressive timing curve than the traditional 4 pin EZL's found in most all American Mercedes.
Some of the diffrences include-
(1) Obviously the 8 pin EZL ignition control unit itself
(2) An air temperature sensor that is fitted on the right intake snorkel by the radiator
(3) Knock sensors fitted into the block
(4) A special distributor with electronics
(5) An adjustment knob
(6) A unique ECM and harness
While often times the European versions will boast more horsepower given this more advanced ignition system it's also important to realize that the euro engines will often times have more aggressive camshafts, higher compression pistons and also slightly modified transmissions and or lower ratio rear ends. Often times dual exuast and or high flow manifolds are found on these Euro engines too. Add all of this up and it usually makes for some 40-60 more horsepower than your stock US issue 420 or 560.
While the 8 pin ignition module is usually a sign of the Euro engine, they are very expensive to replace and even then they are rather hard to find. There is no doubt the advancements found on these Euro engine controls are superior to that of what the US market is offered but it's questionable weather the amount of work to convert a US vehicle to Euro specs is worth the gains. I would say the best way to do something like this would be to have the entire vehicle that was being used as a donor, although I have seen work-arounds.
To me and anyone else with deep pockets that has a passion for squeezing more power out of the Mercedes 420 and 560 engine it's definatly worth the effort. But it's important to realize the system is quite intricate and you will need ALL the componets or a very detailed schematic and a firm grasp of the systems at hand.
-- Edited by SELLC on Saturday 2nd of April 2011 06:11:25 PM
I often wonder why the American market was not given the more advanced and powerful options that were made available to the European market. It would seem to me that overall the systems in place in the euro models would actually lead to better fuel economy and a cleaner burn in normal driving conditions both on and off the freeway.
Most of the later euro engines have catalytic converters, however since they have manifolds that exit/exhaust on each side (dual exhaust) they flow much better than the traditional American two into one manifold. One should also consider the fact that most of the American market has TWO converters, one pre-converter just inches off the single outlet exhaust manifold and then another larger one behind that.
It would appear that the term "Dual" exhaust is used loosely on any Mercedes W126 V8 (euro or not) given the fact there is a "Single" converter, then the resonator also joins together, and then finally they both meet up in the muffler as well. This would be good for canceling out noise, but a definite restriction in a performance or high speed application.
The American market was treated with a near "Standard" leather interior, but it appears it was at the cost of at least 40 HP. It's also entirely possible that EPA regulations have also kept the performance capped. Proof of this can be observed in the American issue bumpers with impact shocks, and then the addition of the passengers side air bag in late 1989.
There are a myriad of modifications that could be legitimately made to a "Race" Mercedes to recover all if not more horsepower than a Euro engine. Early euro models without any emissions equipment whatsoever boast the highest numbers.
I would think all DOHC 5.6 and or 6.0 liter engines would be equipped with the more advanced European ignition system, but I cant say with certainty. We should also mention that being a DOHC engine in addition to known displacements of up to 6.0 liters brings into account a whole new number. To put things in perspective a DOHC 6.0 liter in euro trim less the pollution controls would put out more horsepower than a modern day Taurus SHO with twin superchargers DOHC, Coil over digital ignition and Direct Injection. Mind you these are all cutting edge technologies with twin turbo's and a litte more than half the displacement (3.5 liters) VS pure old school naturally aspirated big displacement gas guzzling refined raw power.
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What is to give light must endure burning -- Viktor Frankl
