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Ok.... If your oil change is good and good oil, 200,000+ KM should be feasible. Assuming your country traffic is decent and not like mine bad traffic jam, so high engine hours albeit low mileage.
I am at 21 - 23 KM/H average speed per 5,000KM or 200 hours oil change I been logging...so sad
I changed chain tensioners right and left side and also cylinder head oil check valves for both sides - on cold start it still has rattling noice this time for bit shorter amount of time and rattling noice is bit low as well but still remains
I changed chain tensioners right and left side and also cylinder head oil check valves for both sides - on cold start it still has rattling noice this time for bit shorter amount of time and rattling noice is bit low as well but still remains
Thank you for posting your startup sounds.
You replaced both secondary chains tensioners and the startup music continues.
Almost done:
Leaky old tensioners steal oil pressure shared with VVT oil supply. They help overwork the lock pin until the music begins. Replacing them is essential because they are weak to begin with and limp on accelerated schedule.
Only things left are both intake VVT gears and HPFP with roller.
Also consider using a good MB Approved 5w40 engine oil. Better pressure will help VVT gear positioning.
> Choices: VVT B2i or HPFP?
- Considered the work involved and price of Parts, I'd rather change HPFP than Bank2 VVT intake if not bad yet.
- Test if Bank2 intake is unlocked then must change before camshaft reluctor plate gets shifted.
- If B2i locks well by all means do replace HPFP parts. It is responsible for stressing Bank1 VVT gear and chain drive.
So 2x Tensioners + VVT + HPFP .
Last edited by CaliBenzDriver; 04-10-2024 at 02:38 PM.
Exhaust Camshafts works also very hard, because it has to fight combustion pressure when trying to open exhaust valves 6 of them per camshaft on a V6 and 8 of them valves on a V8.
In MB diesel engine ( higher combustion pressure than petrol engine ), the exhaust valve hydraulic lifters set goes bad first...always
Our engines : That is why only intake camshafts get AUXILLARY loads...where Bank 1 get High Pressure fuel pump. And Bank 2 get vacuum pump.
Damn.... I almost forgot you have Xentry.
Let's try to use it to see which VVT /phasor is the dancing-noisy one.
I hope your Xentry is the fast one with C4 multiplexer box and not the Xentryt Passthru with OpenPort 2.0 which is slow and not so good to use as it can not log fast enough.
Try the VVT monitoring test, you must do full 120 seconds until a SAVE/floppy disc symbol appears and save them . It will be in CSV file.
Post that CSV file. Search the CSV file using the word CAMSHAFT .
This is how it looks like in Xentry.
This is the CSV file :
Since there is a 120 seconds window.
Perhaps at 80th seconds, do a fast engine rev to 4,200RPM the soft limiter limit, held it there fort 5 seconds and let go.
Will do, unfortunately I have OpenPort 2.0 but will try still
Yesterday I tested against fault codes and got this:
P002177 The position of the intake camshaft (cylinder bank 2) deviates from the specified value. The commanded position cannot be
reached.
Also additional note is that I drove 200km after changing tensioners and now engine got new noice first time in it's life - I can describe it like this ->
Engine noice is continues and when observing it on idle it has tick / tap noice twice in a second
Will do, unfortunately I have OpenPort 2.0 but will try still
Yesterday I tested against fault codes and got this:
P002177 The position of the intake camshaft (cylinder bank 2) deviates from the specified value. The commanded position cannot be
reached.
Also additional note is that I drove 200km after changing tensioners and now engine got new noice first time in it's life - I can describe it like this ->
Engine noice is continues and when observing it on idle it has tick / tap noice twice in a second
Bank2 Intake cam fault .... is an active code, not "stored", yes?
It is odd that replacing new chain tensioner creates a new fault afterwards.
Presuming the ECU Cam sensors are operational, choices are.... :
the VVT Gear lock is bad,
the cam wheel has shifted
the chain was allowed to skip
I would do a static VVT alignment test to see how timing marks position match and witness lock skips.
Obviously valves are still clearing pistons but valve timing is off as reported by ECU: not good! As in don't ignore fault to drive engine around regardless.
🤞
EDIT...
WAS OLD STORED CODE!!!!
Last edited by CaliBenzDriver; 04-16-2024 at 02:01 PM.
Reason: indeed a STORED fault!!!
these 3x pics look perfect as far as camshaft positioning results.
besides Oil level being reported low on 3rd pic.
Not all engines feature all optional oil sensors
oil level
oil temperature
oil pressure
are optional equipment.
It's extremely important to use "MB Approved oil" matching the engine as it must features additive package to tolerate extreme heat while dry-lubing cylinders.
Last edited by CaliBenzDriver; 04-16-2024 at 02:23 PM.
Reason: Approved oil is essential
Bank2 Intake cam fault .... is an active code, not "stored", yes?
It is odd that replacing new chain tensioner creates a new fault afterwards.
Presuming the ECU Cam sensors are operational, choices are.... :
the VVT Gear lock is bad,
the cam wheel has shifted
the chain was allowed to skip
I would do a static VVT alignment test to see how timing marks position match and witness lock skips.
Obviously valves are still clearing pistons but valve timing is off as reported by ECU: not good! As in don't ignore fault to drive engine around regardless.
🤞
EDIT...
WAS OLD STORED CODE!!!!
Tomorrow I am going to diagnose VVT's manually like it is described here, let's see what will be the result 🤞🏼
04-04-2024, 09:39 AM
