TunedMercedes End Game 1400 HP Kit M157 M278 Engine Upgrade
$79,350.00
TunedMercedes informed by AI END GAME Spec — Complete sleeved long-block + turbo + fueling + cooling + calibration targeting ~1400 crank HP for M157/M278. Base calibration on 93-octane with torque management for drivability.
Optional 4.9L (M278) and 98.5–99.0 mm (M157) displacement paths.
Lead time ~6 months. Ship your car to us (enclosed transport available) or use our engine crate program.
Description
Tuned END GAME 1400 HP Kit (M157/M278)
Sleeved long-block, big turbos, fueling, cooling & calibration — a complete, documented build targeting ~1400 crank HP with real street manners.
93-Octane Base Calibration
4.9L Sleeved Option (M278)
98.5–99.0 mm (M157)
Dyno & Datalog Validation
TunedMercedes Support
4.9L Sleeved Option (M278)
98.5–99.0 mm (M157)
Dyno & Datalog Validation
TunedMercedes Support
Fitment & Goals
- Platforms: M157 (5.5TT) & M278 (4.7TT) — E/CLS/S/GL/ML/GLS, etc. Contact us to confirm chassis-specific packaging.
- Target: ~1400 crank HP with the appropriate turbo & drivetrain strategy.
- Streetability: OEM-like cold starts, quiet cruise, torque shaping to protect the gearbox & axles.
- Compliance: For off-road/competition use where permitted. Customer responsible for local regulations.
Why This Works
- Sleeved Displacement: Optional 4.9 L (M278) using ductile-iron sleeves; 98.5–99.0 mm (M157) for a stout street/track build.
- Turbo System: Ceramic ball-bearing units sized for 1400 crank with efficient compressor maps and low drive pressure.
- Fueling Strategy: 93-octane base calibration. Ethanol requires ~30%+ more fuel mass; on pure DI this becomes a flow constraint at high power. Flex/E85 is available with supplemental port injection and proper low-pressure supply.
- Thermals Under Control: Upgraded charge-coolers/heat exchangers, CWA pump, oil cooling & trans cooling strategy.
Package Contents (Tiered)
| Tier | Core Components | Fueling & Cooling | Tuning & Validation |
|---|---|---|---|
| Stage X: 1000+ | Forged pistons/rods, ARP head studs, refreshed heads (valve-job, stem seals), timing set, bearings, seals. | DI system optimization, large HE + pump, oil cooler. | ECU/TCU calibration, dyno verification with baseline & final data pack. |
| Stage Y: 1200+ | All Stage X, plus larger BB turbos, reinforced exhaust manifolds & 3″ downpipes, optional 4.9 L sleeves (M278). | Charge-cooler upgrades, trans cooler where applicable. | Knock/EGT monitoring, multi-map (street/track), torque shaping for gearbox longevity. |
| END GAME 1400 | All Stage Y, 4.9 L sleeved block (M278) or 98.5–99.0 mm (M157), pinned/doweled critical interfaces, upgraded fasteners throughout. | Base: 100 octane. For ethanol blends at this power, we may add supplemental port-injection, return-style plumbing, big HE + high-flow pump, oil & trans thermal package. | Full datalog pack, dyno charts, post-build compression/leakdown, break-in map + final power map for your fuel. |
Bill of materials is tailored by chassis and use-case (drag/road course/street). You’ll receive a documented parts & torque list.
Drivetrain Considerations
- TCU Calibration: Required. We shape torque by gear/RPM.
- Hardware Upgrades: Depending on gearbox (e.g., 7-spd MCT/722.9), friction/clutch pack upgrades may be recommended.
- Axles/Diffs: We’ll spec axle and differential solutions as needed.
What You Receive
- Photo/video of critical assembly steps + numbered parts list.
- Compression & leakdown before shipping/installation.
- Baseline vs. final dyno graphs (where feasible) + datalog pack.
- Break-in guidance and service schedule.
Trust Builders
- Co-built with Dyne Performance, Modern Masters, SHR, and/or Premier Tuning Group: Reputable machine work & assembly with our calibration.
- Transparent Milestones: Deposit → Parts order → Machine → Short-block → Long-block → Engine test → Install/dyno.
- Documentation: Labeled photo set and test numbers for your engine.
- Support: Direct line to TunedMercedes for aftercare and map revisions after shakedown.
Engineering Notes (Displacement & CR)
- M278 (4.7 TT): Sweet spot 95.25 mm bore → ~4.90 L. If sonic results are excellent, 95.5 mm (~4.93 L). We avoid 96.0 mm on street builds unless using aggressive sealing (receiver-groove/fire-ring).
- M157 (5.5 TT): Best all-around 98.5–99.0 mm for ~5.52–5.57 L and strong sealing margin. Bigger is drag-only territory.
- Compression Ratio: For 93-octane base, we typically aim ~9.3–9.6:1. With ethanol/flex, ~9.7–10.0:1 is common.
Note: Displacement options depend on sonic testing, sleeve wall, and gasket land. We torque-plate hone and validate deck finish for MLS sealing at high boost.
Fueling Notes — Why 93 Base?
- Ethanol math: E85 needs ~30%+ more fuel mass than gasoline at the same lambda. With direct-injection only, the HPFP + DI injector system becomes the bottleneck at high power.
- Our approach: We set the base calibration on 93-octane to stay within DI flow while managing knock with turbo sizing, charge cooling, and torque shaping.
- Want ethanol anyway? We add supplemental port-injection and an upgraded low-pressure supply for flex/E-blend use at this power level.
How the Build Works
1 Consult — goals, chassis, fuel choice (93 base vs flex), timeline.
2 Spec, Deposit, & Order — sleeves, pistons (CR), turbos, fueling, cooling.
3 Machine — sonic check, sleeve install, deck, hone with torque plates; heads refreshed.
4 Assemble — clearances measured, fasteners torqued, cam timing set.
5 Install & Plumb — turbos, fuel system, cooling, sensors.
6 Tune — break-in map → final power map; dyno & datalog validation.
7 Deliver — photo pack, dyno charts, compression/leakdown numbers, service plan.
Ready to spec your END GAME build?
We’ll reply with a tailored parts list, timeline, and drivetrain recommendations for your exact chassis.
Lead time: ~6 months (custom machine work & parts logistics). You can ship your car to us — we arrange enclosed transport nationwide — or use our insured engine crate program.
FAQ: Why not just install bigger direct injectors?
Short answer: On Mercedes BlueDIRECT (M157/M278), the limiting factor at high power is the high-pressure pump and the available injection window, not just injector size.
- Pump Bottleneck: The cam-driven HPFP must hold rail pressure at high RPM/boost. If pressure drops, no “larger” injector will fix it.
- Time Limits: DI must complete injection early enough to avoid wall-wetting and LSPI. At high RPM there isn’t safe pulse-width headroom.
- Spray Targeting: BlueDIRECT uses precise cone angles and targeting. “Bigger” DI injectors with correct spray and ECU drivers aren’t widely available or drop-in for these engines.
- Calibration & Reliability: DI drivers and opening characteristics are tightly matched. Mismatches risk poor idle/emissions and reliability issues.
Our approach: Keep the factory DI for idle/cruise and add auxiliary port injection that only operates at high load. This preserves OEM drivability while providing the extra fuel mass required for ~1400 crank HP on 93-octane.
Auxiliary Port Injection (PI) — How We May Supplement DI
- What it is: A dedicated 8-injector rail adds fuel only at high load, while the factory DI handles idle/cruise.
- Hardware: EV14 compact injectors (550–750 cc/min for 93), billet rails/plates, -6AN feed, boost-ref FPR (3.5–4.0 bar), return line.
- Supply: High-flow in-tank pump(s) with controller, 10 µm post-pump filtration, proper surge management.
- Control: REFLEX+ (or equivalent) stages PI by Boost × RPM and trims with per-bank widebands at WOT.
- Failsafes: Fuel pressure and lambda monitoring trigger boost-dump/torque reduction if out of bounds.
- Why not DI-only on E85? Ethanol needs ~30%+ more fuel mass; DI injectors/HPFPs become the bottleneck at high power. PI solves the math.
We keep DI in its optimal window and let PI handle only the peak demand—clean starts
Engineering: Auxiliary Port Injection (PI) & Smart Water–Methanol (WMI)
- PI Hardware: Billet interposer plates (8–10 mm) between head and lower manifold with 14 mm EV14 bores, 20–25° valve-targeted angle, Viton o-ring sealing. Rail bosses integrated; pressure-tested to 10–15 psi.
- Control: PI runs from a Boost × RPM table with per-bank wideband trim (±10–15%). DI handles idle/cruise; PI wakes above load thresholds.
- WMI (Closed-Loop): PWM pump + solenoid + flow & pressure sensors. Targets mL/min by Boost × RPM with IAT compensation; not a “dumb progressive” knob.
- Failsafes: If WMI flow or pressure falls out of range, we dump boost to spring, remove timing adders, and briefly enrich via PI while torque caps apply.
- Gains: On 93, expect roughly +5–12% at the same boost (turbos/ambient dependent), with lower knock and EGTs.
We treat WMI as charge cooling & knock margin—not primary fuel. Fuel mass at 1400 crank is handled by DI + PI; WMI lets us do it safer and cleaner.
Additional information
| Transmission Upgrade | Yes, No |
|---|
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