Originally Posted by vliou (Post 5242537)

And this is precisely the reason I just bought a brand new C300 4matic in Canada (fully loaded). <--2012 model with port injection

I had a 2007 Audi A4 with direct injection, great car, loved it, but the direct injection was killing the poor thing. Even with 5000km oil changes with German Castrol, engine oil was being sheared down to a high 20 weight after 1500km (yes I did a UOA). Knowing my car was choking itself to death even though I'd WOT every once in a while was a constant nag. Everyone's seen how bad DI kills engines (With the exception of Lexus's port/DI setup).

I wish the mainstream media would tell people how bad DI is for NA (b/c of our dirty fuel = no stratified injection) and how carbon buildup ruins engines in a few years (or a few $ in cleanings)

Originally Posted by schvamf (Post 5242681)

Now the question is what will it take to undo the "de-tune", hopefully just a chip :)

Originally Posted by schvamf (Post 5242681)

Now the question is what will it take to undo the "de-tune", hopefully just a chip :)

Originally Posted by Stevedotmil (Post 5242947)

The intake from the 350 and a tune should do it.

Originally Posted by Glyn M Ruck (Post 5243110)

MBRedux ~ all this crap is being driven by European emissions standards. First they chased Nox, then CO & now CO2.

Originally Posted by vliou (Post 5242537)

And this is precisely the reason I just bought a brand new C300 4matic in Canada (fully loaded). <--2012 model with port injection

I had a 2007 Audi A4 with direct injection, great car, loved it, but the direct injection was killing the poor thing. Even with 5000km oil changes with German Castrol, engine oil was being sheared down to a high 20 weight after 1500km (yes I did a UOA). Knowing my car was choking itself to death even though I'd WOT every once in a while was a constant nag. Everyone's seen how bad DI kills engines (With the exception of Lexus's port/DI setup).

I wish the mainstream media would tell people how bad DI is for NA (b/c of our dirty fuel = no stratified injection) and how carbon buildup ruins engines in a few years (or a few $ in cleanings)

Originally Posted by Glyn M Ruck (Post 5243451)

The lower powered unit has far better emissions. Benz is detuning/retuning engines for the sake of emissions & dropping capacity where they can & turbo charging.

http://ec.europa.eu/clima/news/artic...1062901_en.htm

Originally Posted by Glyn M Ruck (Post 5243927)

The 328i is now a turbo 4 banger & while it's a good 4 banger it simply does not have the character (and great sound) of the 6.

Originally Posted by MBNUT1 (Post 5243931)

The real question is what will be the fuel mileage? I'm hoping that it will be better than the E350 4matic which is pretty good.

Originally Posted by Glyn M Ruck (Post 5243986)

Fuel consumption will be lower. Has to be.

Originally Posted by vliou (Post 5242537)

And this is precisely the reason I just bought a brand new C300 4matic in Canada (fully loaded). <--2012 model with port injection

I had a 2007 Audi A4 with direct injection, great car, loved it, but the direct injection was killing the poor thing. Even with 5000km oil changes with German Castrol, engine oil was being sheared down to a high 20 weight after 1500km (yes I did a UOA). Knowing my car was choking itself to death even though I'd WOT every once in a while was a constant nag. Everyone's seen how bad DI kills engines (With the exception of Lexus's port/DI setup).

I wish the mainstream media would tell people how bad DI is for NA (b/c of our dirty fuel = no stratified injection) and how carbon buildup ruins engines in a few years (or a few $ in cleanings)

Originally Posted by MBNUT1 (Post 5243991)

Lower than the E350 4matic or current C300 4matic? If you are referring to the E350 I would wonder how the gearing and the Cd would play into it

Originally Posted by ElJayBird (Post 5244290)

This makes no sense at all to me. Can you explain precisely how DI will "kill" a car??

Originally Posted by MBRedux (Post 5243053)

Wish this was the case, but I fear its much more I heard...........Why doesn't MB just bring over the C350 4-Matic damn it!

Originally Posted by vliou (Post 5253841)

Hey guys,

Sorry, hadn't had this thread stickied. To answer a few questions that were asked...

I had a 2.0T FSI from Audi. Any Google search will reveal tons of intake valve issues and tons of "fuel dilution" in engine oil issues. So what essentially happens is that the cars run VERY rich and cannot enter stratified injection due to the low gasoline quality in N. America. In Europe, the FSI engines can run incredibly lean leading to very little blowby with the cylinder rings. In N. America, they cannot - they constantly run very rich and some fuel eventually makes it past the cylinder rings. This fuel then contaminates the oil, slowly reducing it's flashpoint until the oil becomes volatile. (WE KNOW ALL ABOUT THIS)

The fuel does eventually burn off as its flashpoint is quite low, but the damage is done. The oil vapors eventually make their way back through the system (PCV system) to be burned off. This cakes the intake valves and we see a reduction in HP. As gasoline does not hit the back of the intake valves (for the Audi design), the valves get all covered in carbon. This leads to eventual misfires, cold start issues, and degraded HP performance. (AND THIS TOO!)

There are several cases of Audi RS4 which are hit INCREDIBLY hard. Some users report ~5000 mile issues. I got mine up to 97000km without problems by doing 4500-5000KM oil changes, constant used oil analysis reports and by using German Castrol (Or 0w30). (YES THIS TOO, but mainly Audi/VW guys on here,like me.)

Now, you want proof, so let me give you some. This is my UOA:
http://i140.photobucket.com/albums/r34/saaber1/oil.png (THIS IS OLD NEWS HERE AS WELL. BUT THANKS ALL THE SAME.)

What you see from the fuel dilution is that after only 2750 miles, my oil had sheared from a high 30 weight (almost 40 in the case of GC) to a 20 weight. That's...insane. If you look up UOA's of the tried and tested C300 after 10000 miles, the flashpoint is still around 385F and TR levels of fuel dilution. This would mean an increased probability of more intake valve caking. You may wonder why we just don't tune our engines to run stratified injection like in Europe, but the answer is the NoX levels. If we run stratified injection, our NoX levels would be above EPA recos.

I cannot speak to the MB design, from what you guys have said you have not had issues with DI engines in the C250 and C350. But I tell you, as an Audi owner, it was painful, always wondering about when you'll misfire and why your car feels slower. I loved the car, lots of good memories in many cities, but everyday when I drove it, I just felt like it was slowly dying. (EXACTLY! A SLOW DEATH IT IS. HOWEVER, VAG HAS REDESIGNED THEIR FI AND HEAD DESIGNS FOR NEXT YEAR. DUAL INJECTION WILL HELP REDUCE THE ISSUE!)

As far as the new 2.0T TSI engines, they apparently raised the engine temp by 10F (hearsay), and the new PCV system is apparently better. I can say the supercharged engines are pretty clean now, but the new TSI motors in the Q5 have the same issue (Google...) (PLEASE SEE BELOW FOR FURTHER UPDATE)

I have a belief that marketers are at play here. We want to increase MPG, reduce N and CO, while increasing HP. (MORE LIKE GOVERNMENT CAFE MANDATES AND CHEAP MANUFACTURING SOLUTIONS!) The problem now is that while these new DI engines are awesome, they don't stay awesome and so we end up causing more environmental issues with dead engines in an earlier time. Some automakers have found the sweet spot though (Lexus with their D4A?) with direct injection when you WOT, and indirect injection in low-med throttle apps. The new 1.8T TSI engine in Europe that will make its way over here with the B9 A4 (2014), will feature indirect and direct injection as well.

Happy to answer any other questions...but that in a nutshell is what I learned in 4 years :)