Upgrading the twin-turbochargers on your Mercedes-AMG E63 is one of the most effective ways to unlock serious horsepower and torque. The factory units, while capable, quickly become a bottleneck once you start pushing higher boost pressures or running larger fuel systems. The Garrett GTX3584RS Gen II turbocharger has become a go‑to choice for E63 owners seeking a substantial power increase without sacrificing spool response. This guide expands on the installation process, covering every critical step from prep through first startup, so you can complete the swap with confidence.

Why Choose the Garrett GTX3584RS for Your E63

The GTX3584RS features Garrett’s advanced dual‑ball bearing center housing and a 58mm compressor wheel with a 84mm turbine wheel, an ideal match for the M157 and M177 engines found in many E63 models. Compared to the stock turbos, these units offer a significant improvement in flow capacity—often supporting 700+ wheel horsepower on pump gas and well over 800 hp with proper fueling and tuning. The dual ball‑bearing design reduces friction, improves transient response, and extends turbo life. For reference, Garrett’s official product page lists a compressor map that shows excellent efficiency across a wide operating range, making this turbo ideal for both street and track use.

Required Tools and Materials

Having the right equipment on hand before you start will save hours of frustration. Beyond basic hand tools, plan to acquire the following:

  • Garrett GTX3584RS Gen II turbos (pair) – ensure part numbers match your engine variant (M157 or M177).
  • Complete socket set (metric, ¼” and ⅜” drive) with extensions and swivels
  • Torque wrench capable of 10–50 ft‑lb (low range) and 30–150 ft‑lb (high range)
  • Combination wrenches (10mm, 12mm, 13mm, 15mm, 18mm)
  • Turbo oil feed and drain lines – use stainless steel braided lines with AN fittings for reliability. Many owners opt for a pre‑made kit from ECS Tuning or similar.
  • Intercooler piping kit – upgraded charge pipes are strongly recommended to handle higher boost pressures; 3” aluminum pipes with silicone couplers are typical.
  • Full gasket set for turbo installation (exhaust manifold to cylinder head, turbo to manifold, inlet gaskets, turbo outlet gaskets)
  • Silicone couplers and T‑bolt clamps (various sizes, 3” and 2.5” common)
  • Fresh engine oil and filter (correct viscosity per factory spec – 5W‑40 typically)
  • Genuine Mercedes coolant (or equivalent G‑48 type)
  • Turbo pre‑luber (optional but recommended)
  • Vacuum pump or brake bleeder for coolant system bleeding

Preparation Steps

Proper preparation lays the groundwork for a smooth install. Begin by parking the vehicle on a level surface and allowing the engine to cool completely. Disconnect the negative battery terminal and wait at least five minutes before working near any electronic modules. Raise the vehicle securely on jack stands, ensuring all four corners are stable. Drain the coolant and engine oil into appropriate containers—this is good practice even if you plan to reuse the oil after the swap, as it prevents spilled fluids from contaminating sensors or the wiring harness.

Remove the engine cover plastic trim, air intake tubes, and any sound‑deadening panels that block access to the rear of the engine bay. Label all electrical connectors and vacuum lines with tape and a marker; digital photos taken before disassembly are also helpful.

Stock Turbo Removal

Access to the turbos on an E63 is tight, but methodical sequencing prevents unnecessary frustration. Start by raising the vehicle and removing the front underbody splash shields. Disconnect the intercooler pipes from the throttle body and charge air coolers—a large flat‑head screwdriver can help release spring clamps. Remove the air boxes and intake piping completely. You will then need to disconnect the positive crankcase ventilation (PCV) hoses that run behind the engine.

Next, unbolt the turbo oil feed and drain lines using a line wrench to avoid rounding the fittings. The stock lines often use banjo bolts with crush washers; discard these and replace with new ones included in your line kit. Disconnect the electronic wastegate actuators and coolant lines at the turbo core. Pay special attention to the small coolant return hose near the turbo outlet—it can be brittle with age.

With all lines free, support each turbo from below (a transmission jack with a wooden block works well), then remove the four bolts securing each turbo to the exhaust manifold. The upper inner bolts are the most difficult; a short, wobble‑extension and a universal joint socket can save time. Carefully lower each turbo straight down, taking care not to damage the turbine housing or the oil return tube on the block.

Installing the Garrett GTX3584RS Units

Before bolting on the new turbos, clean the mating surfaces on the exhaust manifold and engine block thoroughly. Use new gaskets for the manifold‑to‑turbo interface—copper or multi‑layer steel gaskets resist heat cycling better than paper. Apply a thin bead of high‑temperature silicone to the coolant and oil connection points if your gasket kit recommends it.

Position the GTX3584RS units onto the manifold studs, ensuring the compressor housing orientation matches your intercooler piping layout. The dual ball bearing center section requires careful handling; never rotate the turbine wheel by hand aggressively, as the ceramic bearings can be damaged. Torque the mounting bolts to 22 ft‑lb (30 Nm) for M8 bolts or 38 ft‑lb (51 Nm) for M10 fasteners—check the fastener grade. Use a cross‑pattern sequence to avoid warping the flange.

Connecting Oil Feed and Drain Lines

Now attach the new oil feed and drain lines. The feed line is the smaller one (typically -4 AN) and routes from the engine block to the top of the turbo bearing housing. The larger drain line (-10 or -12 AN) connects to the bottom of the turbo and returns oil to the oil pan. Ensure that the drain line has a constant downward slope with no sags or dips; oil backup can cause seal failure. Tighten all AN fittings with a wrench, but avoid overtightening—hand tight plus a quarter turn is usually sufficient for these seal‑less connectors. For banjo fittings, use new copper washers and torque to 18 ft‑lb (24 Nm).

Wastegate and Actuator Setup

If your GTX3584RS units came with integral wastegates or you are adapting aftermarket actuators, adjust the preload per the turbo supplier’s instructions. A typical starting point is 6–8 mm of rod travel preload at zero boost. Connect the vacuum lines from the boost control solenoid to the wastegate actuators, and verify that the routing does not pinch or rub on hot surfaces.

Intercooler and Intake System Upgrades

While the turbos are already out, it is an ideal time to upgrade the intercooler piping. Remove the factory plastic charge pipes and replace them with the 3” aluminum set. Use silicone couplers and T‑bolt clamps at every joint—this eliminates boost leaks under high pressure. Ensure the intercooler cores themselves can support the increased flow; many E63 owners swap to a larger front‑mount intercooler (such as those from Performance Wagon or a similar brand) to reduce intake air temperatures. Connect the blow‑off valves, actuator lines, and crankcase ventilation hoses as you reassemble the intake path.

Tuning Considerations and ECU Requirements

Installing GTX3584RS units without a custom tune will result in poor drivability, reduced power, and possibly engine damage. The stock ECU cannot compensate for the dramatically increased airflow and will run lean or trigger boost cuts. You must have the ECU reflashed by a reputable tuner who has experience with M157/M177 platforms. Most tuners will request a base tune via a remote flash tool, then fine‑tune after you log data during the first drives. Budget for a flex‑fuel sensor and upgraded low‑ and high‑pressure fuel systems if you intend to run E85, as the increased boost will quickly exhaust the stock injectors and pumps. A quality tune is the single most important factor in making the turbo upgrade reliable and powerful.

Final Assembly and Fluid Filling

Reinstall all components removed during disassembly: the air intake boxes, intercooler pipes, splash shields, and engine trim. Refill the engine with the specified amount of oil—do not exceed the full mark on the dipstick. For coolant, use a 50/50 mixture of MB‑approved concentrate and distilled water. Operate the coolant bleeder screw located on the thermostat housing while filling to purge air pockets. A vacuum coolant filler tool is highly recommended to avoid air locks.

Oil Priming Procedure

Turbochargers must receive immediate oil pressure at first startup. To prevent dry starts, disconnect the fuel pump relay or fuse (typically fuse 22 in the driver‑side fuse box for the E63) and crank the engine for about 10 seconds without starting. This circulates oil through the new turbos before firing. Reconnect the relay and start the engine. Let it idle for 3–5 minutes while checking for leaks at all oil and coolant connections. Watch the intercooler piping for any coupler blow‑offs and ensure the wastegate actuators are moving freely.

Break‑In and Testing

After confirming there are no leaks and the engine idles smoothly, take the car for a gentle drive. Keep the engine speed below 3,500 rpm and avoid steady load for the first 50 miles—this allows the turbo seals and bearings to seat properly. Vary engine speed and use moderate throttle openings. After 100 miles, you can begin gradual pulls up to 5,000 rpm, then eventually full throttle. Monitor wide‑open throttle boost levels with a scan tool or boost gauge; the target for a pump‑gas tune is typically 20–22 psi. If you see boost spikes above 25 psi, stop and consult your tuner immediately.

Conclusion

Replacing the stock turbos with Garrett GTX3584RS Gen II units transforms the E63 into a genuine high‑horsepower machine. The installation requires careful attention to oil line routing, torque specifications, and tuning, but the results—smooth power delivery well past the factory redline and a torque curve that stays flat to 7,000 rpm—are well worth the effort. Keep up with regular oil changes, use high‑quality synthetic oil, and consider adding an oil catch can to reduce carbon buildup in the intake valves. With proper maintenance, this turbo upgrade will deliver years of exhilarating performance.