I bought my 2008 CL65 AMG three years ago. In September 2012 I drove my car at an airfield. Here are the results:

My car vs SLS, both stock:

My car is heavier but I was destroyed.


My car vs Nissan GTR 530 hp:

My car doesnt appear to be healthy...


My car vs C63 AMG (both stock):

I won but the margin should have been bigger.

My car has 38500 miles on the odometer. Today I dynoed my car. See the pdf-file. 461 hp and 781 nm (= 576 lb ft). I t was a Mustang dyno but from what I have heard, people havent got extra low dyno numbers in this shop. I think the power is accurate.

Am I down 40 – 50 hp? That should explain the outcomes above. My IC pump, what do you think? I did three runs today. The IAT you can se. I started with 127 Fahrenheit and in the end of the run it was 154. Of course it was a big fan in the front. Is this normal? This was the second run. We let the engine cool down between the runs (15 minutes). The IAT got just a little bit higher for every run. It cooled down pretty well.

O2-sensors, how do you know if there are anything wrong? Codes? My dealer has checked for codes and found nothing.

Coilpacks, are you low on power even before you get misfires? My car runs smooth and nice.

One thing the mechanic couldn’t explain. It’s bad ink on this sheet but on the X-axis there are the rpm. The power curve is nice and smooth up to 4500 rpm, then you see this dip. It looses power. He showed me another curve. It was the ignition timing. He said that at the exact moment the engine looses power, the ECU cut back the ignition. He couldnt explain why. This sudden power loss is because of ignition cut back and then it never really recovers. I can’t feel this when I’m driving the car.

What do you tink is wrong with my car?

Btw, the SLS i raced above was this one: http://www.autoblog.com/2010/08/13/s...ing-fine-ever/ Dont know how much he finally paid but he was quite happy anyway!

 

Seems your car is healthy. It's just forces of nature unfortunately. Heavy car vs lighter cars. Even if you have more power it wont translate into a win. Have you flashed your car? It also depends how much you are willing to modify your car. If you do a search on this forum by just removing the airbox and putting in straight pipes as intakes you could drastically gain 40-60rwhp. Do an intake and see how the car responds. I would also get a higher Octane tune for these race events. the V12 loves race gas.

 

By the time your IAT's are at 154 you are loosing a lot of power due to the computer pulling timing and boost. It is probably the pump. With those IAT's you are going to get thrashed by a "65" with IAT's below 130*.

 

Hi,

154 Fahrenheit IAT is too high at the end of a dyno-run. On this run it clearly holds back power after 4.500 RPM, the curve is not normal.

But I don't know how professional the car was cooled down before the run and what airflow is on the dyno, was the hood open or not, was the run in 1:1 (4th) gear? On most Dynos to open the hood is more realistic to get some kind of cooling and airflow you get at higher-speeds on the road.

Like others said maybe it is the IC-pump which is slowly dying or air pockets in the system from a former repair.

Good luck!

 

Thanks for the replys. It was with open hood. I think the runs was in third gear. I have ordered a Pierburg CWA100 pump. Hope to have it soon.

What is the best way to bleed the system and get rid of air pockets?

V12Godspeed, do you have a link to a post about removing the airbox and putting in straight pipes? Sounds interesting. Are there any downsides with that mod?

 

My recommendation for "bleeding" without air pockets is to use the original MB-System, which a good AMG-MB dealer should have. Or a good MB-Tuner - but maybe this is more difficult in Sweden.

Here on MB-World User-"Welwynnik" hope I spelled it right, has also good experience with bleeding, you can read in his threads. Good luck. The Pierburg is one good Pump!!

 

I'm afraid I'm only familiar with bleeding the S600 W220 system (which is a nightmare). I know that the W216 system is different, but I don't know how much. I expect it will still need a vacuum refiller to do it properly. These are cheap and readily available on ebay, amazon, etc.

Its an important job though. Small amounts of air in the IC system have a huge impact on the performance of the pump. The pump is liable to turn the coolant to froth, which doesn't pump properly, doesn't carry much heat, and dump air-locks all over the system.

Nick

 

I would guess that my MB dealer doesn't have the original MB-system for bleeding but I can ask if they are familiar with the procedure. I will also contact my local tuner, I think they are more familiar with the bleeding procedure but I'm sure that your knowledge also will help them.

I have actually been in contact to Welwynnick for quite some time. I have got some great advice from him about the IC pump.

Welwynnick, thanks again for your useful ideas!

 

Sorry to jump in here - but what exactly is the original MB-system used - I have a pump to be put in

 

Normally every MB-AMG Dealer must have the bleeding system from the German Company Leitenberger, if they are able to maintain and do the service for the V12 Biturbo Mercedes Benz and Maybach Models.

When I remember correctly, there are some schematic pictures of the system in the M275 Training Pages. There is a good link here on MBWorld in the M275 Section where you can get to this pictures..

 

Thanks