Anyone converted from MAF to OLSD (W208)?
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Joined: Nov 2016
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From: SoCal
2009 SLK 55, 2010 ML350
Anyone converted from MAF to OLSD (W208)?
Asking for a friend. 
He's not above implementing a standalone EMS as a last resort.
Hopefully some of the retrofit FI guys can chime in here.
He's not above implementing a standalone EMS as a last resort.Hopefully some of the retrofit FI guys can chime in here.
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Joined: Sep 2012
Posts: 217
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From: Chicago, IL
2003 CLK500, 2003 CLK55, 2008 CLK550
Ahh, never heard it called OLSP, but that makes sense.
Are you talking about using and converting an ECU setup for a MAF to SD? Or are you talking about getting an ECU from a car that already uses SD?
I could be wrong, but I think many people just get the ECU from a 55k car that is already setup for SD, and then flash it with the correct VIN? Im not 100% sure on this tho.
Are you talking about using and converting an ECU setup for a MAF to SD? Or are you talking about getting an ECU from a car that already uses SD?
I could be wrong, but I think many people just get the ECU from a 55k car that is already setup for SD, and then flash it with the correct VIN? Im not 100% sure on this tho.
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From: Florida
2002 CLK 55 AMG cabriolet Eurocharged
I would not recommend a full stand alone EMS or ECU.
The complexity of multiplexing all of the controllers in the vehicle would be more time consuming than it is worth unless your building an all out race car.
The Benz SD (MAP) control is rather sophisticated. not only runs the Fuel trim but controls boost with a drive by wire PWM actuator.
MAF driven vehicles are easier to tweak, The engines breathing capabilities are the safety for fuel and timing control. In the case of boost control prevents overboost.
Most MAP systems are attempting to achieve 18" - 21" Vacuum. When there are problems the engine runs full rich or full lean. The Benz MAP has PID ranges from vacuum to boost pressures. A very difficult driver to write with a wide tolerance of dead-band. The Fuel trim tables would need an excess of variables to compensate for the many driving conditions we face in the street.
I like the MAP idea for a full out race car only.
Good luck with it.
Gator
The complexity of multiplexing all of the controllers in the vehicle would be more time consuming than it is worth unless your building an all out race car.
The Benz SD (MAP) control is rather sophisticated. not only runs the Fuel trim but controls boost with a drive by wire PWM actuator.
MAF driven vehicles are easier to tweak, The engines breathing capabilities are the safety for fuel and timing control. In the case of boost control prevents overboost.
Most MAP systems are attempting to achieve 18" - 21" Vacuum. When there are problems the engine runs full rich or full lean. The Benz MAP has PID ranges from vacuum to boost pressures. A very difficult driver to write with a wide tolerance of dead-band. The Fuel trim tables would need an excess of variables to compensate for the many driving conditions we face in the street.
I like the MAP idea for a full out race car only.
Good luck with it.
Gator
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Joined: Nov 2016
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From: SoCal
2009 SLK 55, 2010 ML350
Gator, thanks for taking the time to explain. I have had much better success in running SD on non OEM turbo/supercharged cars in the past, but have yet to tackle this conversion in a car as complex as the Benz; but in the end, without the myriad adjutant systems, it's a SOHC pump that turns fossils into noise.
This car will eventually be 100% driven on track with occasional jaunts to C&C. Most of the electronic driven accessories will be removed for weight savings.
This car will eventually be 100% driven on track with occasional jaunts to C&C. Most of the electronic driven accessories will be removed for weight savings.
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MBWorld Fanatic!
Joined: Oct 2012
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From: Florida
2002 CLK 55 AMG cabriolet Eurocharged
There are some stand alone ECU out there. The W211 guys and some of the V12 guys are using them.
They are not doing any better than you can get tuned on the stock ECU. The big tune is for flex fuel now we'll see.
Learn Winols
They are not doing any better than you can get tuned on the stock ECU. The big tune is for flex fuel now we'll see.
Learn Winols
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C43 5.4, ML320CDI, Fords
You're opening a big fan of worms by trying it. You could easily run the engine on a standalone setup like megasquirt etc. But then you're going to need a standalone trans controller as well. Then you'll have to have a different ignition switch setup just to start the car, you'll need familiarity with the vehicle networking and good electrical knowledge to get alot of things to work with the vehicle like windows seats ac etc etc
You can't just use the engine ECU from an E55 and reconfigure it for your car. These are theft relevant parts and are married to the vehicle by VIN, it cannot be changed at least with dealer equipment, maybe if you are a very good hacker, anything is possible, but I don't think that is the case here.
Only thing possible for using say an E55 ECU would be to source a donor car and use all of its drive authorization modules.. engine, trans, eis, etc, and you'll still have to do a good amount of changes for that with wiring, coding, etc.
You can't just use the engine ECU from an E55 and reconfigure it for your car. These are theft relevant parts and are married to the vehicle by VIN, it cannot be changed at least with dealer equipment, maybe if you are a very good hacker, anything is possible, but I don't think that is the case here.
Only thing possible for using say an E55 ECU would be to source a donor car and use all of its drive authorization modules.. engine, trans, eis, etc, and you'll still have to do a good amount of changes for that with wiring, coding, etc.
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From: SoCal
2009 SLK 55, 2010 ML350
It definitely seems like a bigger hassle than I want to deal with. I'll start with opening the heads (intake too?) up a bit, switching to corn, and trans/ECU tuning. Maybe the combination of that little power bump and the 300 or so pounds it's losing will make it feel a bit better on the big end.
