gaiex

The one I'm talking is 5 speed, with 270cdi engine.

joskami

I have also 270cdi (5-speed) and over 600nm.
Any problems for the last 2 years..

isstay

I am not sure, but I think you have to flash TCU other than that will start slipping. Check this:
https://mbworld.org/forums/w211-amg/...ation-e63.html

gaiex

Some times is just a case of luck, some cars have more problems than others!
The way we use and mantein them could help a lot

When modding, it's better to do it right and also knowing the limits.

240D 3.0T

There is no positive side to backpressure in a diesel's exhaust. You lost power because gutting the cat created an expansion chamber that causes a lot of turbulence to flow.

Micah / AF1 Rac

Bingo on the last response. Gas flow out of the turbine must be kept as smooth as possible for best turbine efficiency.

Micah / AF1 Rac

So on the Jeep Liberty CRD all it takes to kill the EGR is unplugging the mass flow meter and it is a MB motor and OS right? What happens is that without the flow data from the MAF to tell the throttle valve to close slightly (it must to reduce intake pressure to lower than exhaust pressure) the EGR is defeated...nothing other than an MIL light comes on, no other changes in power or delivery. Anyone tried this on their MB/CDI? I am about to say "****-it" and give it a shot unless someone tells me there are more serious consequences...

BTW, rode a 350 bhp Aprilia Land Speed Race bike at this last weekend's Texas Mile race...like the hand of God shoving you towards destiny! 192.8mph and cylinder pressures were "only" about 2480 psi at peak...yes, the engine exploded on my "last" pass of the weekend. Here is a pic lest you think me BS-ing you guys!




This is the EGT's for the front and rear cylinder under 9 psi blower boost and 32 bhp of nitrous load on my dyno! Not too shabby, it is in F not C BTW!



It started life as a 102 bhp street bike 4 years ago...I am serious about getting some more beans out of my e320 CDI...

Daraius

Hi Guys, my first post on this forum.

I am a true believer in the power of today’s diesel motor, and have enjoyed reading this thread.

I have a 2006 W211 V6 280CDI with the 7-GTronic Transmission. I have not read any discussion on this thread about this CC engine. I have already loaded on a Custom ECU Map form MKB Tuning Germany. The bump in power is amazing.

I’m beating the Jaguar V8 5.0Lr. XF, which I think is excellent, but by a hair line though. Am going to put her up against a BMW Z4 3.5Lr. will let you’ll know what happens.

I have not had the opportunity to put the car on a Dyno, as these facilities are very hard (but not impossible)to come by in India.

I was wondering, what you'll recommend with regards to upgrades in turbo, injectors, etc.

I hope for this car to be a real beast, and am looking at other aspects of performance such as suspension, breaks, wheels & tires, etc. As the stock are very inadequate for the power under our environment conditions (road surface, other disorderly drivers, etc) here. Inputs are welcome here as well.

Thanks in advance for your direction.

DNS

Daraius

no reply guys?

Dread Specter

Not right actually, it's a 2.8 litre engine by VM Motori, an Italian company.

Cran

I already said that.

kevtan

Hello there. I'm Kevin Tan from tropical Malaysia. Currently owns a 2003 w211016 e270cdi with 722.640 autobox and w211 e220cdi 6 speed manual. I have tried to get the AMG nozzle but apparently they are not available here. Would it be possible for those that had done the nozzle replacement help me by pointing me to a reputable vendor or even injector servicing shop that can help me do the exchange?

So far the 270 with cdi3 om617.??? has been decatted with a straight pipe and removed dpf. The 220 om612.??? of the same year has had the dpf gutted. The only mods done to these are was having the 270 remapped. It was doing 11 sec 0-100kmh but after cleaning the MAF inside the air filter it is now spinning the rear wheels and dispaches the same in 8.9 sec.

Am planning to scavange for a 270 turbo to hybrid the 220 and a 320 turbo fitted to 270 hybrid. Is this a good and cheap combination that is also durable?

Thanks for the great information from gaiex and tuikku and the rest. Its been very exciting discovering the possibilities and hidden talents in this MB engine.

kevtan

Found a place that sells the nozzle on the net

http://www.autodieselparts.co.uk/bos...1265-881-p.asp

What is the verdict on this shop?

If i just get the nozzles are the settings for fitting into injector body same as for regular nozzle?

Thanks again.

tuikku

.
You don´t get any real benefit by changing only nozzles.
There are differences also in the injector body.
Orig AMG injectors are very expensive.
And I know only one man, who can reabuild them from "common" injectors - that is expensive also ...

You have possibility to have more power with bigger turbo, but it is just "if".
If you have a remapper, which really can use this advantage.
Otherwise you only get huge turbo lag ...

All the MB´s coolers are crap, change them, you get "free" horses immediately.

kevtan

Tuikku, I have started another thread about the 270cdi. Please respond to that thread. I do not want to clutter this thread.

But I have to ask what needed to be done to normal injector to get the flow with Amg spec nozzle?

gaiex

As this thread is watched by many diesel enthusiasts and with permission from Tuikku I leave here a way to get some more horse power from your diesel

http://youtu.be/ezjknhwcQXU

I use this diesel since 2004.

harkgar

But my intercooler is housed inside the front bumper so it is impossible to put in a bigger one. I see that you put yours in front of the engine radiator but would that not reduce the cooling power for the engine?

harkgar

I used this too and also the Sunoco Gold diesel. I feel that the engine runs smoother and quieter but must say that I cannot notice the extra few horses.

harkgar

All the good diesel car tuners are in Finland. There are lots of truck engine tuners in the USA but they do not cater to European diesel engines unfortunately. Pity.

Where are you located? KL, Ipoh or Penang?

kevtan

I'm in KL. About 20km from the city center. Rawang to be exact. Is any of the big 3 truck of US using the bosch system like the Benz?

Dread Specter

I'm not sure if the correct information was provided since page 9, but there is a number missing for the bosch P/N.
0 445 110 152
Is the good number (for the complete injector).
I might be pulling the trigger on those for my 05 e320 cdi

mercuxio

Does the "Expansion chamber" turbulence really makes that much of a difference ? My DPF's gutted as well as de-cat lower stream. It has been such since I bought the car. Would replacing with a straight pipe makes much difference ?

kevtan

Replying on the other thread.

daniemj

Hi

I have a 2002 ML 270cdi. It is automatic.
The actuator on turbo had a vacuum leak. A turbo company in South Africa replaced the actuator with a non OEM spec actuator ( not very professional company)
The actuator rod was set to minimum lenght according to available thread, but it was still too long. (It went into limp mode with little throttle input because not anough boost pressure.)
I have put in spacers between actutaor and actuator bracket in order to create extra space. Now, when the car is swithed off, the vanes are almost at the stop position for “open” and when it is at idle it seems very close to the stop position for “closed”, but it does not seem to reach that stop position.
I want to know what is best way to adjust if I need lots of torque at pull away.
I need that especially with off road 4x4 driving. I also like good accelleration response with half throttle input when I pull away. The ML is heavy and high torque with medium throttle input makes it drives very nice. Because it is automatic it normally take care of stress on mechanics because it just make the engine rpm higher.
It would also be nice if I could reduce delay at pull away.
I have read on your threads about high egp. Now I am worried about having too high egp.
What can I do in order to have high torque and vehicle reponse with little throttle input without causing damage due to high egp?
What is maximum inlet manifold pressure when it spike? Mine has spiked to over 33 psi at times but it seems that normal maximum is about 28psi and normally it only goes slightly over.

The cat’s have been removed by emptying the present cat contents on the one just behind the turbo and the centre one has been replaced by a silencer to prevent it sounding like tin.

I am currently bypassing EGR valve by putting a ball bearing in the vacuum pipe between the transducer and the EGR valve.

Do you have any good information about unichip Q?

Thank you for all your excellent info.

Hondo78

[QUOTE=tuikku;4456432].
The problem with V6-engine is too small charger, the engine itself has big potential.
++300hp is possible, but it is too much for that turbo.
270-280 is quite "safe" level, and ~650nm torq.

In line 320cdi, 270hp/650nm is also quite possible, but needs a good remapping and bigger coooler, the original one is nonsense.

I like where this is going- even though is was two years ago..

1. Suggested turbo replacements. ? PN#
2. AMG injector inserts PN#
3. Bigger intercooler PN#
4. Bigger bumper to house the new intercooler (MFG needed)
5. Replace down pipe with no converter. (Cut and tig SS pipe)
6. Re map computer fuel flow. (Not sure where to go for this)
7. Possibly put an AMG fuel pump in place PN#

This looks like a great build plan.!
tuikku, can you help out with some PN suggestions?

I found a stock AMG bumper but this needs more "Area" under the licence plate opened up. I might commission a custom "Large Inter cooler" bumper.