If the car functioned normally after the throttle reset, then I would not expect that the reset had anything to do with the current problem you're having. The reset does not change anything, it just dumps the accumulated data that the car was using to "adapt" the throttle response to your driving habits. If the throttle adaptation trick caused any problems, then it is possible that it's not "playing nice" with the aftermarket ECU.

Step one is to have someone read the codes. Maybe the guys from "mainland europe" could read the codes; or you may need to visit a dealer. I'd bet a few lunches that the problem is unrelated to the throttle adaptation. It might be the dreaded intercooler pump failure.

BTW, what kind of ECU work did you have done?

I/C pump failure will not throw up an engine error light on the dash.

Can I point you to this thread:
https://mbworld.org/forums/w211-amg/118154-another-coolant-water-pump-failure-writeup-inside.html

Take note of this: "DME will store codes for pump failures, however only a shop with STAR diagnostics can read them." So your "mainland europe" guy might not be able to pull the codes out.

One thing your logic does not factor in is the passage of time. At one time all cars work perfectly, and later they don't. Stuff breaks. You experienced your issue after a throttle adaptation, but lots else could have happened. Your 285MPH run might have cooked something and you just didn't test it again.

Modern cars are hard to diagnose with logic. Too many inter-related causes and a lot of software.

The MB dealer will find codes, but the codes will point to the problem. Read up here on the IC pump issue. They can fix it easily, although it may only last another 40,000 miles.

Lastly, ECU changes seem simple and standard, but they can do wacky things. I had a transmission issue in my Audi caused by the ECU (not the TCU, the ECU). Even the technicians could not understand how the ECU affected the transmission. And the ECU had a well-respected aftermarket ECU upgrade.

Got it,
I'll go to an official MB dealer's assistance asking for retrieving the codes related to intercooler's pump failure(s).
I understand that once an error is retrieved (and removed) the next step is the substitution of the intercooler's pump, is that correct?
I have a 1 year warranty on my C32, how about the cost for that replacement anyway?
THX!

Don't get too locked in on the conclusion that it's the intercooler pump. It might be, but you don't want to steer the dealer toward a repair that may be wrong. The dealer will find codes (hopefully) and they will point toward the problem which may be the intercooler pump.

As to the wisdom of the AMG design, I think it's amazing that they can produce a 3.2 liter 350HP engine that is so reliable and requires so little maintenance. The C32 is one of the true bargains on the planet (used of course).

Good luck.

Does anyone have any theory about why the Bosch Pump breaks down so frequently and predictably at about every 30-40K miles? Mine was gone at 35K miles.

Don't know if this is of any help but my I/C pump failed right after a trip to my brother's graduation last May. A 500 miles trip made in a little over 6 hours, averaging speed of 82 mph, ranging from 0 mph (to get gas once) to a max speed of 137 mph. I felt the car hesitating a few times when I was passing cars and I thought it was only the heat but then after a few days I noticed the lack of power. I/C pump was replaced, then the throttle reset trick came right after that and I haven't had a problem since then.

I would be willing to bet it has to to with sharing that same hot radiator fluid as the engine. On the ford lightning (same pump) they seperate the two systems and there are no relaibilty problems. On a seperate system the IC fluid only get hot for brief periods of time. On the C32 its almost always hot.

My plan is to relocate the battery to the trunk in the spare tire well and use the battery's old spot for a seperate ic tank.

Don't get too locked in on the conclusion that it's the intercooler pump. It might be, but you don't want to steer the dealer toward a repair that may be wrong. The dealer will find codes (hopefully) and they will point toward the problem which may be the intercooler pump.

Thanks for the advice, pal

As to the wisdom of the AMG design, I think it's amazing that they can produce a 3.2 liter 350HP engine that is so reliable and requires so little maintenance.

I don't wish to say anything wrong, but I truly believe that "our" engine is one with the highest specific output (hp per liter) MB ever produced. Of course the "trick" of the supercharger helps out a lot, but it should mean better reliability than, for example, an ///M3

The C32 is one of the true bargains on the planet (used of course).

yes, man. "Used" is the word!
Good luck.

Thanks a lot!

MB was behind the curve on engine technology until recently. Benz engines were still 2 and 3 valve engines until very recently, and our C32 engine is based on an old-school Benz engine with single overhead cams and 3 valves per cylinder. Not very exciting, but stout enough to be boosted to 350 hp reliably. I'm assuming it will be more reliable than a high-strung, multivalve engine, but at this point, internal engine failures almost never happen to any car. Most repairs these days relate to accessories (pumps and electronics) and engine internals seem bulletproof. When's the last time you heard of a fundamental engine failure (piston rod, bent valves, etc.)?

Not sure this was really the case.

If memory serves, the decision to go for the 3v SOHC configuration was a deliberate step to minimise emissions - a single exhaust valve allowed the cat to warm up more quickly and hence leading to improved start-up emissions. I can't recall another manufacturer that did it though.

I think it bemused back then as much as it does now, because of the then growing popularity of 4v engines. The SL had a 4v V8 in the early 90s if I recall correctly, and moving to 3v must have seemed a step backwards.

Happens all the time. My 1991 Audi 90 had a 20 valve, 5 cylinder engine, and the A4 that replaced it had a 12 valve, 6 cylinder engine. Then Audi went with 5 valves per cylinder in most or all of their engines, and now they are going back to 4 valves, with direct injection.


And somehow, GM an Chrysler still make big HP with 2 valve V8s.

I cannot pity you at all. You're in Italy! How bad can life get when you're in Italy? (My family - grandfather- came from Bari, Italy about 70 years ago.)