Originally Posted by shaunee

Weistec,
This argument has been had for years, for and against. Yet no concrete and real world evidence suggests this form of compressor surge fatigues the core or bearings by any measurable amount in general.

Also using a vent to atmosphere DV is not specifically great on a MAF based airflow measure, as the car will effectively run rich/over fuel. Recirc DV's are your friend for MAF metered cars imo, should you want to run a DV.

Originally Posted by A45

Your Anti-Surge Valve actually opens and releases needed boost pressure prior to peak turbo operation so, it hinders maximum performance and efficiency. [/B]Additionally you provide for no static adjustment to change it's pressure operation as on Turbosmart Valves. I bought one of your anti-surge valves and we dyno tested it; anti surge valve vs no anti-surge valve. In conclusion; we made less peak horsepower and boos, with it installed, then without on the dyno. This was confirmed with better than 2 weeks on road data-logging. The only thing it managed to do was; make excessive noise. Intake temps rose by 5 degrees due to the pressure venting directly into the engine compartment. This was taken by laser temp probe. Frankly, there were no apparent performance advantages but proven disadvantages. To be even more frank, it's more of a $550.00 noise maker than a performance adder. Sorry but that's my honest technical assessment. You might get some benefit from a larger turbo installation but that's speculative at best.

I can definitely tell you, it's not needed with the OEM turbo, which peaks at an ECU controlled 1.8 bar or 26.11 psi of boost. Anything more than this with the M133 is not efficient for long term operation, without internal engine modifications. This is also confirmed by AMG. It's completely unrealistic to operate the M133 at or over 30 psi or 2.1 bar and expect the engine to have any long term reliability, not to mention an immediate cancellation of your factory warranty. Installing a larger turbo and allowing higher boost applications, is out of the scope of operation for the M133 according to AMG. Otherwise, AMG states the engine internals are not stressed for long term operation greater than 1.93 bar or 28 psi operation. This is been proven and made very apparent.

There's just not enough data available for larger turbo applications on the M13, they're untested and unproven. In reality, unless the cylinders have been pressure ringed, crankshaft pins welded, connecting rods strengthened and upgrades in both fuel/oil pressure systems, I wouldn't be messing around with a larger turbo application and more boost.

You risk head warpage or blowing a head gasket as a minimum. Spinning a crank, shortening engine & turbo bearing life, fracturing piston rods and premature turbo destruction due to inefficient oiling, are far more likely. We've been there and done that by example with other high boost applications and unless you've capped a few engines, you really don't know. There aren't many M133 engines available in the salvage and breaker yards or from AMG direct, if at all. All current M133 engines are slated for production vehicles, not outright sale.

You claim it increases turbo lifespan, however turbo wear is more directly related to oil viscosity breakdown and poor lubrication, not overboost. Overboost as you state is non-existent with the M133 and is electronically controlled by the ECU. So since their is never an overboost condition, how do you know your anti-surge valve will extend turbo life? AMG doesn't use one or believes it's needed at all. The production engine was released just last year and there is next to no data available on longevity, except that from the factory. Mercedes doesn't supply aftermarket performance manufacturers with test vehicles (with exception to AMG) to develop performance parts, so unless you're testing a privately owned unit with at least 100,000 miles, your personal data can't be very accurate. This is just common sense.

So how did you come up with your data? I'm positive there are others on the forum interested in the test data that helped you to come to this conclusion, I know I am for sure. I'm always open to new technology and processes but what you're claiming is, a bit hard to swallow without some hard data to study and digest.

You've got some outstanding performance parts but I don't believe you have the anti-surge valve market cornered for good reason with the M133.

Originally Posted by shaunee

Run it,
Interesting, as I'm able to log MAF readings via ODBII and I'm assuming the sensor on the inlet tract is the MAF sensor.

Originally Posted by A45

You posted this in your specifications "Renntech piggyback stage 6 (running on octane 98) - not connected atm."

So are you running both or just a Weistec ECU reflash?

Originally Posted by A45

Yea ok, that's why you're having trouble getting it above 4000 rpm without it tanking. The CLS63 AMG is just a far better car all the way around then the CLA hands down.

No fueling upgrades, trans tuning or intake upgrade, you'll never get it to run right, we've already been there and back. You're not the only duck in the pond.

Good luck on and everyday driver. You'll be into another engine before you know it. That's $16K+ US if you can find one. If you ever get it to pull over 4K rpms, it'll detonate without the ringing the cylinders, not to mention spinning bearings or a crank.

Don't say I didn't tell you so! Good Luck you're going to need it. In the mean time, that CLS will still run around you with that big ole heavy ***, no matter what you do.

Hell since your into throwing good money after bad, come on over and I'll be happy to prove it first hand. Now that will be FUN!

Originally Posted by A45

E85/65 or 93 octane. I have a switchable map.

Originally Posted by Run It

Your generic OBD logger is picking up the calculated air flow signal which is something SAE requires. There is no MAF on pretty much any new AMG.

The sensor you are looking at in the inlet tube is a barometric pressure which is there to detect any restriction in the filter (dirty or collapsed, etc.).

Furthermore, (and I don't think a generic scan tool can log this on these newer cars) you can try to log manifold absolute pressure (MAP) and this what you want to look at to understand pretty much the essence of what is happening with this car.

Hope this helps and happy logging!

Originally Posted by P3T3

^^X2. And if you're going to insult others' intelligence via keyboard do yourself a favor, use the spell check function and proofread for grammar so as not to insult your own in the process.

Originally Posted by Rannestig

If its me you're referring to please start to answer me grammatically in Swedish since English is my second language.

Originally Posted by P3T3

Not at all! You've been nothing but respectful throughout. X2 was in full agreement as to what you stated to A45. I just wanted to add a little on to it as his ranting and bashing everyone and everything on this sub-forum is just getting ridiculous. I can see your confusion though with English being your second language. Very impressed. Sad thing is there's a guy on here with over 60 years of "experience" and has yet to master his native language.

Apologies if I offended you, it was not my intent.

Originally Posted by tekfoc

of course we all know from experience from other high performance turbo cars that whenever you go big on aftermarket turbo you most likely have to go with a bigger intake , bigger reading map sensor, bigger injectors, bigger fuel pump, better intercooler.and so on.
the most important thing of all a real tuner that knows what he is doing.
I still say this motor can easily run 500 to wheels with the proper mods of course.
the gearbox might need a heavier duty duel clutch system.

Originally Posted by Rannestig

We have taken this in mind, the engine and a lot of other stuff has already been upgraded for this turbo to fit and run properly with my enginge. We had to change all the oil, water, air cabling etc. We will test it with care to see how the car is taking all of the torque that will occur from this new strong turbo.
It is not like we just mounted a turbo and say Hey lets go

My new exhaust and the intake cooling kit will be mounted later this week. After this its dyno time, I will post the results.

Thanks for your advices anyway!

Originally Posted by Rannestig

Hello Guys,

Just to give you a true picture I will start with my tunes as a list.
- Weistec Downpipe + Midpipe
- Weistec ECU calibration
- Weistec Anti Surge Valve
- K&N intake filter
- Borg Warner EFR6758 Turbo (very powerful)
- Renntech piggyback stage 6 (running on octane 98) - not connected atm.

My Problem is that my car in is running up to 2.1 bar in turbo boost at 4000 rpm and then the car goes into a failure mode so the boost drops immediately.
I need to get these failure codes to disappear, would it be an option to also connect the piggyback to get an increased limit maybe?
I will try tomorrow but if anyone knows how to solve the failure codes that makes my boost drop at 4000 rpm please help me.

All help is appreciated.

Originally Posted by Alex.currie44

I am reading all this for the first time being a new owner and find myself asking 'Why"?
I have had the opportunity to run this car on the track - that is why I bought it - and it has so much potential in stock form I will never get to use it legally.
At at under 10 lb/hp why do you need to do this?