How does the Mercedes C230 Kompressor stack up against the TSX as far as performance goes? I've read some numbers on the C230 and it seems fairly similar to the TSX. Anyone ever race one?

 

Hmm... doubt it. Although the C230 only has 20lbs more torque. Since it's a V6, it probably gets a lot more power at the low end where out power doesn't kick in until you get the RPM's up.

 

The C230 Kompressor, at least according to a comparo done a while back by one of the car mags between the the TSX, C230, and 9-3, is slower than the TSX to 60 and in the quarter mile.

 

I believe that cause if you've ever drove a MB you'd notice as to how heavy these cars feel and drive. On a roll their not too bad but the weight is always a noticable factor when I used to drive my fathers E class back in the day.

 

My friend had the C230...it's definitely slower than the TSX, AT or MT.

 

C230 is a 4 banger.....not V6, if im right, i believe its a supercharged 1.8 liter, I believe the V6 is C320 not the 230...... speedwise, should be pretty even, depend on if its C230 5 speed auto or 6 speed stick and vice versa for tsx..

 

Actually, the new C230 uses a 2.5L V6. The older C230 Kompressor, which was what the OP was asking about, is indeed the supercharged 4-cylinder.

 

wow, 2.5 super charged v6, how much power does that new baby pump out now? thanks for the info.. something new everyady....

i almost wanted to get C230 sport package too..car look so beautiful to me, but i didnt wanna pay out door price of 7K more for same equipment as tsx...

 

The 2.5L V6 in the new C230 is not supercharged. It makes something in the neighborhood of 200 hp and 189 ft-lbs. of torque, I think.

 

Engine 2,496-cc DOHC 24-valve 90° V-6. High-pressure die-cast alloy cylinder block. Alloy heads. Counter-rotating balance shaft.

Net power 201 hp @ 6,200 rpmNet torque 181 lb-ft @ 2,700 - 5,000 rpmCompression ratio 11.2:1Fuel requirement Premium unleaded gasoline.Fuel and ignition system ME 9.7 engine management. Integrated sequential multipoint fuel injection and ignition with individual cylinder control of fuel spray, spark timing and antiknock. Electronic throttle. One high-energy ignition coil and spark plug per cylinder. 100,000-mile spark-plug intervals.
Intake system Dual overhead camshafts with continuously variable intake and exhaust timing. Magnesium 2-stage resonance intake manifold increases intake runner length at lower rpm for improved response. Electropneumatic turbulence flaps at start of intake path help increase intake airflow speed at midrange rpm for greater air-fuel mixture swirling and stronger, more complete combustion.
Manual Transmission Standard fully synchronized 6-speed with direct-action short-throw shifter and clutch-starter interlock.
Automatic Transmission Optional 7-speed automatic. Electronically controlled shifting. Driver-adaptive programming adjusts shift points to the driver's current driving style. Touch Shift allows driver to manually downshift and allow upshifts by nudging the shift lever left or right from the Drive position. Shift into Optimum Gear programming allows one-touch selection of the best gear for maximum acceleration or engine braking by holding the shift lever to the left of Drive for one second. Driver-selectable Comfort mode starts vehicle moving in 2nd gear or a second Reverse gear, and upshifts at lower rpm, to help improve control on slippery surfaces. Instrument-cluster readout of selected gear range and Standard/Comfort mode.
Drive configuration Rear-wheel drive
Rear axle ratio 3.27:1

 

I was able to easily take one on the freeway a couple of weeks back. But I guess I don't count

...I would think a TSX with reflash and a couple of mods would be able to take one though.

 

The C230, as well as the C230 Kompressor are both significantly slower than the TSX.

I was almost head to head with the old Kompressors in my 95 Accord.

 

90-degree V6?! Well, there's something to rub in.

I remember a few years ago when MB started making this type of engine, stating something like "uncompromising in every way...blah, blah, blah... and sharing the same cylinder bore spacing as our V8's so that the blocks can be machined on the same production line, for further efficiency."

Sure, I know that there are now some seemingly wierd V arrangements, with corresponding crank offsets, like in F1, that work just fine.

 

Hmm... guess i'm wrong then. Nevermind...

 

I smoked a C230, bone stock we both had temporary tags and it was too good to pass up.

http://www.acura-tsx.com/forums/showthread.php?t=28550