The Mercedes SL63 AMG R230.
This R230 model came on the market in 2002-2012.
There was a facelift model in 2006 and 2008.
In 2008 the Mercedes SL63 R230 replaced the Sl55 AMG.
Mercedes SL63 AMG was availible up 2012 with the M156 6.2 ltr v8
M156 AMG engine is NA with Dual overhead camshafts and variable valve timing.
With a compression ratio of 11.3/1.
It produced in The R230 525HP and 630NM.
In the SL63 it was capable of 0-100 in 4.6 sec with a limited top speeds of 250kph
The M156 was also availible in the C E CLS CLK S CL and SL class from 2006-2012 is the engine produced
M159 was a upgraded version of the M156 base and was used in the SLS up to 2014 with a raised reve limit from
7200rpm in M156 engine to 8000RPM in the M159.
Powerlevels where 571 591 and 631HP in the blackseries and torque figures of 630 and 660nm
This SL is equiped with the 722.9 mct 7 speed transmission
This transmission came on the market in 2003 with a torque converter but was change to a multi Clutch torque converter in 2008.
AMG drive unit is also equipedd to have serveral shifting programmes and also RS race start. This will alow the car to get a perfect launch from the start.
The SL63 is equipped on standard 19″wheels on 285 rear and 255 front and 360mm brakes front and 330mm brakes in the back.
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A pretty complete list of engine problems and most common can be found in this link to FCP EURO or below
Common Issues of the Mercedes-Benz M156 Engine:
- Crankcase Breather Valve – The crankcase breather valve fails in two main ways. The first and most common is that the diaphragm on the valve itself deteriorates. The other failure method is that the hose from the crankcase to the valve becomes brittle and develops cracks. Deterioration of this assembly leads to increased burning of oil, misfires, and heavy smoke from the tailpipe.It is common to have a fault code (P0170) that is for fuel trim.A general maintenance interval for your crankcase breather valve is right around 60,000 miles.To replace your crankcase breather valve, it’s necessary to remove your intake manifold in tighter engine bays such as the C63. This job should be able to be carried out in about thirty minutes. Although some use this opportunity to install an oil catch can system, we do not see many of these vehicles suffering from excessive oil in the manifold or sludge behind the intake valves.
We have an affordable kit that addresses all of the components you will need to replace when replacing your crankcase breather valve.
- Oil Leaks – The most common source of oil leaks on the M156 are the valve cover gaskets, camshaft solenoid cover gaskets, and oil filter housing gaskets. Valve cover and camshaft solenoid cover gaskets should be replaced concurrently. If these oil leaks are left unattended, they will damage peripheral components such as the alternator, drive belt pulleys, drive belt, air conditioning compressor, and transmission cooling hoses to name a few.
- Camshaft Adjusters – When the camshaft adjusters no longer hold hydraulic pressure, it will manifest itself first as a noise typically at cold start and progress to noise at any engine RPM cold or at operating temperature. This camshaft adjuster rattle is most prevalent on the intake camshaft adjusters and is observed mostly on engine startup.
- Drive Belt Pulleys – All of the pulleys on the Mercedes-Benz AMG M156 engine are a plastic design with a pressed on bearing. Although idler pulley failure is common across most Mercedes-Benz platforms, we recommend checking pulleys for failure symptoms at each oil-change interval. Pulley failure will damage the drive belt, and when that happens, the belt typically damages the coolant breather port on the thermostat. If you let that happen, you will have to replace a thermostat, and thermostat breather line in addition to the drive belt components.
- Cylinder Head Bolts – Most Mercedes-Benz AMG M156 equipped models (up to model year 2012) have cylinder head bolts that have the propensity to break,allowing coolant to enter the combustion chamber. Early warning signs include a low coolant light, misfires, and a check engine lamp. We recommend all engines equipped with the older design bolts be updated. The cutoff for engines not affected by this design flaw is serial number 60-060658.
- Camshaft and Hydraulic Lifters – Camshaft replacement should be considered a regular maintenance task as most camshafts show wear failures around 100,000 miles. Wear occurs most commonly on the left and right intake camshafts and if left unattended, the cam lobe will eat through the hydraulic lifter. Frequent oil changes, using the correct oil viscosity for your climate, and including an anti-wear additive with oil changes are all measures we recommend to protect your engine. Additionally, higher mileage engines should have their oil sent out for analysis periodically or the valve covers should be removed and camshaft lobes inspected for signs of wear.
- Intake Manifold Failure – The intake manifold on the M156 is constructed of a cast magnesium alloy, contains an adjustable length runner assembly, and houses the engine’s twin throttle bodies. The center mounting plate that houses the throttle bodies deteriorate causing rough running particularly at idle.