Holy!!! Look at my spark plugs
Thread Starter
Super Member
Joined: Aug 2008
Posts: 528
Likes: 20
From: Chicago IL
X166 gls450 2017
Holy!!! Look at my spark plugs
I did my spark plugs today, took abt 2 hours
but what I found was HORRIFIC!!!! No wonder my car had severe vibrations in idle
So on the passenger side, the plugs were NGK (with mercedes Logo on them) ...... On the Driver side of the engine, Plugs were Bosch
Now here's why I think NGK SUCKS - the tips were totally worn out as if they were raped or something ..... Bosch was still okay, even if only driver side plugs were replaced, NGK shouldn't have corroded (my car has 46k miles - these things are supposed to last a 100k right)
And here's the mystery question - WHY WERE ONLY 3 PLUGS REPLACED ? Come on guys, I've started to get worried now - Is the engine rebuilt or some einstein tried to test his new 'unsymmetric spark enhances torque' theory ???
I'm totally shocked!!
Also, pls advise by the color of plugs if my combustion chamber is in good health - My vibrations are I would say 90% gone .... there's still 10% there which I'm sure are natural unless you guys recommend I change my coils out too
First Pic:
LEft one is Bosch, right is NGK - observe the tip of NGK is totally worn out compared to the pointed tip of Bosch
Second & Third Pic are NGK
Fourth is Bosch
Fifth and 6th are more comparisions (NGK, Bosch)
but what I found was HORRIFIC!!!! No wonder my car had severe vibrations in idle
So on the passenger side, the plugs were NGK (with mercedes Logo on them) ...... On the Driver side of the engine, Plugs were Bosch
Now here's why I think NGK SUCKS - the tips were totally worn out as if they were raped or something ..... Bosch was still okay, even if only driver side plugs were replaced, NGK shouldn't have corroded (my car has 46k miles - these things are supposed to last a 100k right)
And here's the mystery question - WHY WERE ONLY 3 PLUGS REPLACED ? Come on guys, I've started to get worried now - Is the engine rebuilt or some einstein tried to test his new 'unsymmetric spark enhances torque' theory ???
I'm totally shocked!!Also, pls advise by the color of plugs if my combustion chamber is in good health - My vibrations are I would say 90% gone .... there's still 10% there which I'm sure are natural unless you guys recommend I change my coils out too
First Pic:
LEft one is Bosch, right is NGK - observe the tip of NGK is totally worn out compared to the pointed tip of Bosch
Second & Third Pic are NGK
Fourth is Bosch
Fifth and 6th are more comparisions (NGK, Bosch)
Last edited by 007_e350; Jun 19, 2009 at 06:17 PM.
MBWorld Fanatic!
Joined: Dec 2003
Posts: 1,439
Likes: 1
From: THE NAPA VALLEY, CA
Build date 2-04 E500
Not sure if I would be too happy to find different plug makers in one engine.... How do you know the two different brands of plugs were installed at the same time???? This might answer the question why one brand is worse than the other.... That being said, the plug color looks fine, should be a nice light charcoal grey in color with no oil present....
Thread Starter
Super Member
Joined: Aug 2008
Posts: 528
Likes: 20
From: Chicago IL
X166 gls450 2017
hmm... should I check compression on every cylinder just to make sure all 6 are equally 'healthy' ... There was a valve cover leak near cyl 6 which was dont by benz dealership ... The car still has some vibrations in idle..
Senior Member
Joined: Apr 2006
Posts: 463
Likes: 8
From: Long Island, NY
01 E320
Since both plugs are OEM, perhaps the car was brought in under warranty with a misfire and the dealer replaced one side. Or pehaps the prior owner did one side and found it too difficult to continue.
Those plugs looked pretty bad for such low miles. I changed my plugs on my w210 at 100k and they looked better than that
Those plugs looked pretty bad for such low miles. I changed my plugs on my w210 at 100k and they looked better than that
Super Member
Joined: Apr 2005
Posts: 666
Likes: 4
From: Boston, MA USA
03 E320 -wife's car now; 07 Porsche Boxster S - my toy
Regards,
paul...
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Super Member
Joined: Apr 2005
Posts: 666
Likes: 4
From: Boston, MA USA
03 E320 -wife's car now; 07 Porsche Boxster S - my toy
Super Member
Joined: Apr 2005
Posts: 666
Likes: 4
From: Boston, MA USA
03 E320 -wife's car now; 07 Porsche Boxster S - my toy
Regards,
paul...
Thread Starter
Super Member
Joined: Aug 2008
Posts: 528
Likes: 20
From: Chicago IL
X166 gls450 2017
Here More Info on E350 Engine - Just incase :)
The new E350 V6 engine in the E-Class: Power to spare
Fuel consumption lowered by up to six percent despite more output
Powerful torque of 350 Nm between 2400 and 5000 rpm
Output, torque, fuel consumption, comfort and exhaust emissions - these were the task areas - all of them equally important - during the development of the V6 engine in the new E 350. The up-to-date six-cylinder unit sets standards in each of these disciplines, offering technical innovations which do not constitute individual solutions but have a positive effect on various aspects.
Mercedes engineers already created important conditions for exemplary performance characteristics with four-valve technology and the four overhead camshafts, but this was not enough in itself. They also developed a system which enables the interaction of the 24 valves to be controlled according to need - depending on the engine load - and which ensures a split-second gas exchange in the cylinders: continuously variable camshaft adjustment. This means that the angles of both the intake and exhaust camshafts can be continuously varied by 40 degrees to make sure that the valves open and close at the most favourable point in any driving situation.
At low engine loads this technology is used to direct exhaust gases back to the intake manifold from the combustion chamber. To achieve this, the camshafts are controlled in such a way that the exhaust valves remain open for a short time while the intake valves are opening. During this brief period a portion of the exhaust gases is able to escape from the exhaust to the intake duct, assisted by the vacuum pressure in the intake manifold. This valve overlap when venting the used gases and taking in the fresh mixture enables an efficient internal exhaust gas recirculation process to take place. This reduces the energy losses during load changes in the cylinders - resulting in a significantly lower fuel consumption.
At higher engine loads the camshaft adjustment is used to optimise the valve overlap as a function of the engine speed in such a way that the combustion chambers are optimally supplied with fresh mixture - thus ensuring a high output and torque.
The camshafts are controlled by electrohydraulically operated vanetype actuators. These are located at the front ends of the camshafts and are controlled by four integral hydraulic valves. The intake camshafts are driven by a duplex chain, while the exhaust camshafts are driven directly by the intake camshafts via a pair of gears. In addition to the four-fold, variable camshaft adjustment system, a number of other features contribute to the exemplary performance characteristics of the V6 engine:
Flow-optimised intake ducts with innovative tumble flaps for the best possible throughput
Specially developed valves with a shaft diameter of only six millimetres, which only slightly disturb the flow in the intake duct
Compact combustion chambers for high compression (10.7:1) and good volumetric efficiency
The newly developed, two-stage variable intake manifold.
The developers of the V6 devoted great attention to all measures which would contribute to the best possible aspiration of the engine. Powerful computer programmes assisted with the flow calculations, helping for instance to optimise the intake air flow from the dual-flow air filter, where the lines come together at the hot-film air flow sensor (HFM). For an efficient airflow, its housing is oval in shape and accommodates an electrically heated sensor which determines the intake air mass and provides the engine computer with important information for the composition of the fuel/air mixture.
The intake module is produced in well-proven magnesium and allows the air intake to be varied according to the load conditions and engine speed. The length of the intake ducts leading to the cylinders is altered by means of flaps: at high engine speeds - from approx. 3500 rpm - the flaps are open and the air flows into the combustion chambers over a short distance, producing a high output. At low engine speeds the flaps are closed to increase the length of the intake duct. This produces pressure waves which support the intake process and significantly improve the torque yield in the lower engine speed range. 305 Newton metres of torque - 87 percent of the maximum - is already available from 1500 rpm.
Turbulent airflow: tumble-flaps in the intake ducts
The special feature of the intake manifold in the Mercedes six-cylinder engine is the electropneumatically driven flaps at the end of each intake duct. These make a considerable contribution to fuel economy. Mercedes engineers refer to these as tumble-flaps, which describes their function: they literally cause the fuel/air mixture to tumble, thereby increasing the turbulence of the airflow and allowing it to reach the combustion chambers at a higher speed for more even distribution. The result is more efficient and complete combustion.
Under partial load the tumble-flaps swivel up, optimise the airflow and thereby increase the speed of combustion - an advantage which is particularly noticeable in view of the leaner mixture caused by exhaust gas recirculation and which reduces the fuel consumption. The tumble flaps are not required under higher engine loads, therefore they are fully recessed into the intake manifold and do not disturb the intake process. This situation-related control of the tumble-flaps is based on a prestored, logic-controlled microcomputer program.
Thanks to the tumble-flaps in the intake ducts, the fuel consumption of the V6 engine can be reduced by up to 0.2 litres per 100 kilometres depending on the engine speed - while improving smoothness at the same time.
Combustion of the fuel/air mixture is via a direct coil ignition system. The spark plugs project into the cylinders from a central position between the four valves, with the ignition coils arranged immediately above them.
The tumble-flaps, fuel injection, ignition and numerous other engine functions are controlled by the Bosch ME 9.7 engine management system, which communicates and exchanges information with the other onboard electronic control units via a databus. In the interests of short electrical paths, the engine management unit is centrally located above the intake system and integrated into the engine design.
The microprocessor in the control unit continuously diagnoses all engine functions. This includes monitoring of the catalytic converters and ignition system, electrical checks on the purge valve and controlling the lambda sensors. Should one these major emission control systems develop a fault, the warning "Check Engine" appears in the instrument cluster display. The data are stored in memory at the same time, allowing service technicians to identify the cause at once and remedy the fault.
Mercedes engineers have made a further contribution to fuel economy with an intelligent heat management system. For example, circulation of the coolant is prevented during the warm-up phase so that the engine reaches its normal operating temperature more rapidly. This leads to an improved oil flow and therefore significantly less friction within the engine. Exhaust emissions are also reduced as a result. Even when the engine is warm and under full load, the heat flows are controlled to ensure that the engine oil and coolant are always at their ideal temperature. This is done by a new, logic-controlled thermostat which is active under all operating conditions.
Progress in figures: more driving pleasure, lower fuel consumption
A comparison between the new E 350 and the previous E 320 shows the positive effects of the new technology in the V6 engine on performance and fuel consumption:
Acceleration from 0 -100 km/h: The E 350 Saloon takes 6.9 seconds to reach 100 km/h from standstill, which is 0.8 seconds faster than its predecessor. The acceleration time for the Estate is 1.4 seconds shorter than for its predecessor, at 7.1 seconds.
Flexibility: The new E 350 Saloon absolves an intermediate sprint from 60 to 120 km/h in 6.9 seconds, and is therefore 1.7 faster than the E 320. The Estate takes 7.2 seconds, which is 2.2 seconds less than the preceding model.
Maximum speed: The maximum speed of the Saloon is increased from 245 to 250 km/h, and that of the Estate from 233 to 250 km/h (electronically limited).
Fuel consumption: Despite the 21 percent higher output of the new V6 engine, the fuel consumption of the Saloon is reduced by 0.2 to 9.7 litres per 100 kilometres compared to the E 320 (NEDC combined consumption). For the Estate the fuel saving is 0.7 litres per 100 kilometres
Lightweight construction: aluminium crankcase and cylinder head
The cylinder head and crankcase of the new V6 engine are of aluminium. The pistons, connecting rods and cylinder liners also reflect the latest design principles, which not only contribute to weight reduction but also have a noticeably positive effect in terms of responsiveness and smooth running. The lower the moving masses in the crankcase, the lower the vibrations and the more agile the engine's response to movements of the accelerator.
The pistons are made of iron-coated aluminium. Taking the valve angle (28.5 degrees) into account, their crowns are shaped to provide a favourable combustion chamber.
Mercedes engineers have reduced the weight of the forged steel connecting rods by around 20 percent compared to other V6 engines, thereby making a major contribution to the refined running characteristics of the new six-cylinder unit.
The cylinder liners feature low-friction surfaces in aluminium-silicon technology, a system which has proved successful in other car engines by Mercedes-Benz. Other advantages include high dimensional stability, exemplary thermal characteristics and low weight. The weight saving compared to conventional cast-iron liners is approx. 500 grams per cylinder.
The forged crankshaft is fitted with four counterweights. Four wide crank-shaft bearings with transverse reinforcements attached to the crankcase likewise ensure that vibrations are reduced.
A balancer shaft between the two banks of cylinders compensates the free vibrations that are inherent to a V6 engine and ensures exemplary smoothness. It counter-rotates with the crankshaft at the same speed.
Audible comfort: noise reduction and sound engineering
In addition to exemplary output and torque characteristics, a favourable fuel consumption and smooth running, the new V6 engine offers audible progress. Where noise comfort is concerned, Mercedes engineers have devoted a great deal of technical effort towards the engine's acoustics, assessing the volume and frequency of the noise emitted by practically each one of the approx. 210 individual components in the engine - from the crankcase to the enginemountings, and from the pistons to the injection nozzles.
Their aim was to achieve a pleasant noise background in any driving situation. To make this possible they not only measured the absolute noise values, but also eliminated sources of acoustic disturbance which are not particularly loud in themselves, but can become unpleasantly obtrusive with specific frequencies during load or engine speed changes - and which worsen the subjective impression of noise. The air intake system is a good example: as a result of the analyses carried out with the latest measuring techniques, the intake ducts are made from woven Nylon. In contrast to the smooth plastic used previously, this material has a sound-absorbing effect and significantly reduces the intake noise.
The subject of noise engineering is increasingly becoming a major task of engine developers, especially since engineers are called upon to resolve the conflict of aims between a low level of drive-by noise and a pleasant, throaty exhaust note. In the case of the new six-cylinder engine the specialists followed a concept of reducing noise while designing the sound. Various measures were therefore adopted to reduce engine noise - from a twin-cartridge air filter with integral resonators to a sound-absorbing mat beneath the bonnet. At the same time the specialists went to work on producing a sonorous six-cylinder sound by emphasising certain pleasant frequencies - especially by specific configuration of the twin-pipe exhaust system.
Two-stage concept: emission control in the engine and by catalytic converters
The emission control concept has a two-stage structure. It is based firstly on sophisticated in-engine features which ensure a low level of untreated emissions, and secondly on a highly effective exhaust gas treatment system using two 1.4-litre near-engine catalytic converters. Each of these is equipped with two lambda sensors - one control and one diagnostic sensor - and is in a linear closed loop. This means that the lambda sensors are already active immediately after the engine is started, providing information about the exhaust gas constituents which the electronic control unit processes to ensure an efficient warm-up phase. The catalytic converters also reach their normal operating temperature more rapidly thanks to the air-gap-insulated, stainless steel exhaust manifold.
The in-engine systems include variable camshaft adjustment, which makes efficient internal exhaust gas recirculation possible under part-throttle conditions. The adjustable tumble-flaps in the intake ducts of the V6 engine, which improve the combustion process, also make a major contribution to minimising the engine’s untreated emissions. A secondary air injection system is also used. This has an afterburning effect on the exhaust gases, raising the temperature in the exhaust ducts and enabling the catalytic converter to convert pollutant emissions at an earlier stage. This thermal afterburning also reduces the proportion of carbon contents
Fuel consumption lowered by up to six percent despite more output
Powerful torque of 350 Nm between 2400 and 5000 rpm
Output, torque, fuel consumption, comfort and exhaust emissions - these were the task areas - all of them equally important - during the development of the V6 engine in the new E 350. The up-to-date six-cylinder unit sets standards in each of these disciplines, offering technical innovations which do not constitute individual solutions but have a positive effect on various aspects.
Mercedes engineers already created important conditions for exemplary performance characteristics with four-valve technology and the four overhead camshafts, but this was not enough in itself. They also developed a system which enables the interaction of the 24 valves to be controlled according to need - depending on the engine load - and which ensures a split-second gas exchange in the cylinders: continuously variable camshaft adjustment. This means that the angles of both the intake and exhaust camshafts can be continuously varied by 40 degrees to make sure that the valves open and close at the most favourable point in any driving situation.
At low engine loads this technology is used to direct exhaust gases back to the intake manifold from the combustion chamber. To achieve this, the camshafts are controlled in such a way that the exhaust valves remain open for a short time while the intake valves are opening. During this brief period a portion of the exhaust gases is able to escape from the exhaust to the intake duct, assisted by the vacuum pressure in the intake manifold. This valve overlap when venting the used gases and taking in the fresh mixture enables an efficient internal exhaust gas recirculation process to take place. This reduces the energy losses during load changes in the cylinders - resulting in a significantly lower fuel consumption.
At higher engine loads the camshaft adjustment is used to optimise the valve overlap as a function of the engine speed in such a way that the combustion chambers are optimally supplied with fresh mixture - thus ensuring a high output and torque.
The camshafts are controlled by electrohydraulically operated vanetype actuators. These are located at the front ends of the camshafts and are controlled by four integral hydraulic valves. The intake camshafts are driven by a duplex chain, while the exhaust camshafts are driven directly by the intake camshafts via a pair of gears. In addition to the four-fold, variable camshaft adjustment system, a number of other features contribute to the exemplary performance characteristics of the V6 engine:
Flow-optimised intake ducts with innovative tumble flaps for the best possible throughput
Specially developed valves with a shaft diameter of only six millimetres, which only slightly disturb the flow in the intake duct
Compact combustion chambers for high compression (10.7:1) and good volumetric efficiency
The newly developed, two-stage variable intake manifold.
The developers of the V6 devoted great attention to all measures which would contribute to the best possible aspiration of the engine. Powerful computer programmes assisted with the flow calculations, helping for instance to optimise the intake air flow from the dual-flow air filter, where the lines come together at the hot-film air flow sensor (HFM). For an efficient airflow, its housing is oval in shape and accommodates an electrically heated sensor which determines the intake air mass and provides the engine computer with important information for the composition of the fuel/air mixture.
The intake module is produced in well-proven magnesium and allows the air intake to be varied according to the load conditions and engine speed. The length of the intake ducts leading to the cylinders is altered by means of flaps: at high engine speeds - from approx. 3500 rpm - the flaps are open and the air flows into the combustion chambers over a short distance, producing a high output. At low engine speeds the flaps are closed to increase the length of the intake duct. This produces pressure waves which support the intake process and significantly improve the torque yield in the lower engine speed range. 305 Newton metres of torque - 87 percent of the maximum - is already available from 1500 rpm.
Turbulent airflow: tumble-flaps in the intake ducts
The special feature of the intake manifold in the Mercedes six-cylinder engine is the electropneumatically driven flaps at the end of each intake duct. These make a considerable contribution to fuel economy. Mercedes engineers refer to these as tumble-flaps, which describes their function: they literally cause the fuel/air mixture to tumble, thereby increasing the turbulence of the airflow and allowing it to reach the combustion chambers at a higher speed for more even distribution. The result is more efficient and complete combustion.
Under partial load the tumble-flaps swivel up, optimise the airflow and thereby increase the speed of combustion - an advantage which is particularly noticeable in view of the leaner mixture caused by exhaust gas recirculation and which reduces the fuel consumption. The tumble flaps are not required under higher engine loads, therefore they are fully recessed into the intake manifold and do not disturb the intake process. This situation-related control of the tumble-flaps is based on a prestored, logic-controlled microcomputer program.
Thanks to the tumble-flaps in the intake ducts, the fuel consumption of the V6 engine can be reduced by up to 0.2 litres per 100 kilometres depending on the engine speed - while improving smoothness at the same time.
Combustion of the fuel/air mixture is via a direct coil ignition system. The spark plugs project into the cylinders from a central position between the four valves, with the ignition coils arranged immediately above them.
The tumble-flaps, fuel injection, ignition and numerous other engine functions are controlled by the Bosch ME 9.7 engine management system, which communicates and exchanges information with the other onboard electronic control units via a databus. In the interests of short electrical paths, the engine management unit is centrally located above the intake system and integrated into the engine design.
The microprocessor in the control unit continuously diagnoses all engine functions. This includes monitoring of the catalytic converters and ignition system, electrical checks on the purge valve and controlling the lambda sensors. Should one these major emission control systems develop a fault, the warning "Check Engine" appears in the instrument cluster display. The data are stored in memory at the same time, allowing service technicians to identify the cause at once and remedy the fault.
Mercedes engineers have made a further contribution to fuel economy with an intelligent heat management system. For example, circulation of the coolant is prevented during the warm-up phase so that the engine reaches its normal operating temperature more rapidly. This leads to an improved oil flow and therefore significantly less friction within the engine. Exhaust emissions are also reduced as a result. Even when the engine is warm and under full load, the heat flows are controlled to ensure that the engine oil and coolant are always at their ideal temperature. This is done by a new, logic-controlled thermostat which is active under all operating conditions.
Progress in figures: more driving pleasure, lower fuel consumption
A comparison between the new E 350 and the previous E 320 shows the positive effects of the new technology in the V6 engine on performance and fuel consumption:
Acceleration from 0 -100 km/h: The E 350 Saloon takes 6.9 seconds to reach 100 km/h from standstill, which is 0.8 seconds faster than its predecessor. The acceleration time for the Estate is 1.4 seconds shorter than for its predecessor, at 7.1 seconds.
Flexibility: The new E 350 Saloon absolves an intermediate sprint from 60 to 120 km/h in 6.9 seconds, and is therefore 1.7 faster than the E 320. The Estate takes 7.2 seconds, which is 2.2 seconds less than the preceding model.
Maximum speed: The maximum speed of the Saloon is increased from 245 to 250 km/h, and that of the Estate from 233 to 250 km/h (electronically limited).
Fuel consumption: Despite the 21 percent higher output of the new V6 engine, the fuel consumption of the Saloon is reduced by 0.2 to 9.7 litres per 100 kilometres compared to the E 320 (NEDC combined consumption). For the Estate the fuel saving is 0.7 litres per 100 kilometres
Lightweight construction: aluminium crankcase and cylinder head
The cylinder head and crankcase of the new V6 engine are of aluminium. The pistons, connecting rods and cylinder liners also reflect the latest design principles, which not only contribute to weight reduction but also have a noticeably positive effect in terms of responsiveness and smooth running. The lower the moving masses in the crankcase, the lower the vibrations and the more agile the engine's response to movements of the accelerator.
The pistons are made of iron-coated aluminium. Taking the valve angle (28.5 degrees) into account, their crowns are shaped to provide a favourable combustion chamber.
Mercedes engineers have reduced the weight of the forged steel connecting rods by around 20 percent compared to other V6 engines, thereby making a major contribution to the refined running characteristics of the new six-cylinder unit.
The cylinder liners feature low-friction surfaces in aluminium-silicon technology, a system which has proved successful in other car engines by Mercedes-Benz. Other advantages include high dimensional stability, exemplary thermal characteristics and low weight. The weight saving compared to conventional cast-iron liners is approx. 500 grams per cylinder.
The forged crankshaft is fitted with four counterweights. Four wide crank-shaft bearings with transverse reinforcements attached to the crankcase likewise ensure that vibrations are reduced.
A balancer shaft between the two banks of cylinders compensates the free vibrations that are inherent to a V6 engine and ensures exemplary smoothness. It counter-rotates with the crankshaft at the same speed.
Audible comfort: noise reduction and sound engineering
In addition to exemplary output and torque characteristics, a favourable fuel consumption and smooth running, the new V6 engine offers audible progress. Where noise comfort is concerned, Mercedes engineers have devoted a great deal of technical effort towards the engine's acoustics, assessing the volume and frequency of the noise emitted by practically each one of the approx. 210 individual components in the engine - from the crankcase to the enginemountings, and from the pistons to the injection nozzles.
Their aim was to achieve a pleasant noise background in any driving situation. To make this possible they not only measured the absolute noise values, but also eliminated sources of acoustic disturbance which are not particularly loud in themselves, but can become unpleasantly obtrusive with specific frequencies during load or engine speed changes - and which worsen the subjective impression of noise. The air intake system is a good example: as a result of the analyses carried out with the latest measuring techniques, the intake ducts are made from woven Nylon. In contrast to the smooth plastic used previously, this material has a sound-absorbing effect and significantly reduces the intake noise.
The subject of noise engineering is increasingly becoming a major task of engine developers, especially since engineers are called upon to resolve the conflict of aims between a low level of drive-by noise and a pleasant, throaty exhaust note. In the case of the new six-cylinder engine the specialists followed a concept of reducing noise while designing the sound. Various measures were therefore adopted to reduce engine noise - from a twin-cartridge air filter with integral resonators to a sound-absorbing mat beneath the bonnet. At the same time the specialists went to work on producing a sonorous six-cylinder sound by emphasising certain pleasant frequencies - especially by specific configuration of the twin-pipe exhaust system.
Two-stage concept: emission control in the engine and by catalytic converters
The emission control concept has a two-stage structure. It is based firstly on sophisticated in-engine features which ensure a low level of untreated emissions, and secondly on a highly effective exhaust gas treatment system using two 1.4-litre near-engine catalytic converters. Each of these is equipped with two lambda sensors - one control and one diagnostic sensor - and is in a linear closed loop. This means that the lambda sensors are already active immediately after the engine is started, providing information about the exhaust gas constituents which the electronic control unit processes to ensure an efficient warm-up phase. The catalytic converters also reach their normal operating temperature more rapidly thanks to the air-gap-insulated, stainless steel exhaust manifold.
The in-engine systems include variable camshaft adjustment, which makes efficient internal exhaust gas recirculation possible under part-throttle conditions. The adjustable tumble-flaps in the intake ducts of the V6 engine, which improve the combustion process, also make a major contribution to minimising the engine’s untreated emissions. A secondary air injection system is also used. This has an afterburning effect on the exhaust gases, raising the temperature in the exhaust ducts and enabling the catalytic converter to convert pollutant emissions at an earlier stage. This thermal afterburning also reduces the proportion of carbon contents
Junior Member
Joined: Mar 2009
Posts: 74
Likes: 1
From: League City, Texas
2008 Mercedes Benz E550 AMG Sport Package
Since both plugs are OEM, perhaps the car was brought in under warranty with a misfire and the dealer replaced one side. Or pehaps the prior owner did one side and found it too difficult to continue.
Those plugs looked pretty bad for such low miles. I changed my plugs on my w210 at 100k and they looked better than that
Those plugs looked pretty bad for such low miles. I changed my plugs on my w210 at 100k and they looked better than that
Platniums should last longer, although I probably would not spend the extra money until I figured out what was going on. I would suggest dielectric on the spark plug boots to eliminate the possibility of carbon tracking. I would also replace one or all the wires. One to try to troubleshoot but all of them for piece of mind. I don't think it is the coils. Seems odd that all the plugs are pretty well shot. Not usually what happens across all cylinders.
I am thinking you have a lean burn problem. I am thinking a weak\bad fuel pump. This would account for a problem across all cylinders. A pressure test should be easy to perform or fairly cheap to have done. I discount bad gas or dirty injectors. Rare all of them go bad.
Hope this helps.
Super Member
Joined: Jan 2008
Posts: 518
Likes: 2
From: Orange County, CA
E350
I do know that MB Dealerships are instructed to replace spark plugs only if they are verified to be bad/misfiring (if you are NOT doing a maintainence service where spark plug/wiring replacement is included). I know because I had to go back to my dealership 4 separate times within 1.5 years for spark plug replacements and spark plug wiring replacements on my 2002 C240 since they wouldn't change everything out at once... only the 1-3 that were deemed "bad" by their diagnostics. This policy probably saves MB some money by not replacing "usable" plugs or wiring, but gives the customer a lot more hassle driving back-and-forth so many times... and makes a lot more money off them because they charge the "diagnostic" fee each time the customer comes in!
Maybe that's what happened with the previous owner (before he traded in his car)?
Senior Member
Joined: Nov 2007
Posts: 419
Likes: 16
From: NY
2014 E550; 2003 E500
Hey guys,
I ordered 16 spark plugs from "autohaus" in AZ. The problem is that i received 11 as the FRD...33+ and 5 as FRD..33. I know the "+" is the updated version, but would it stupid if i just installed the 5 outdated ones anyways without asking for autohaus to correct thier order? I dont want to wait another week for shipping to install these.
I ordered 16 spark plugs from "autohaus" in AZ. The problem is that i received 11 as the FRD...33+ and 5 as FRD..33. I know the "+" is the updated version, but would it stupid if i just installed the 5 outdated ones anyways without asking for autohaus to correct thier order? I dont want to wait another week for shipping to install these.
