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I have contacted the South East Asia Carbon Zapp rep in Singapore and so sad to learn that no one in my country have bought the GDI tester yet, but for advance common rail piezo diesel injector tester,
it is available in Indonesia. GDI population is still a low count in Indonesia.
When I was maintaining my client's yacht, oldie 200BAR mechanical diesel system, not common rail, every 1,000 hours of use I will send it for testing and replace the
injector tip, it was cheap. Back then our diesel sulfur is so high at 3,000 to 5,000 PPM, diesel engine and the engine oil suffer big time.
Few years ago, my friend's baby sized mega yacht ( 115 feet ) using MTU common rail diesel, total 24 injector nozzles were replaced after only 2,000 hours of use and it cost him US$75,000.
His cruising location has no access to the best diesel fuel we car dudes can buy from Shell or Pertamina ( state oil company ), they needed to buy from marine fuel brokers and albeit the price is international price, the fuel quality is crap.
In clean fuel and low sulfur level countries, diesel injectors on yachts surviving to 4,000-8,000 hours is common.
Leaky GDI fuel injector is my number 1 fear, as that can kill a cylinder fast.
So anyone done proper GDI injector test ?
I do not mean this kind of crappy FPI injector bench tester claiming to be able to do GDI. Only 10 BAR pressure , what a joke. https://newsmartsafe.com/maintenance...ner-and-tester
This one is cheap, I can buy similar one for under US$2,500 in my country.
2015 SL400 (M276 Turbo), 2014 C350 Sport (M276 NA), 2004 SL500 (M113), 2004 Audi TT225 (BEA)
No one does what you do. We all wait for symptoms to develop. That said, how often would you test yours? With your low mileage, why not just replace all six on a time or mileage basis? That seems to be cheaper. Maybe you can send the ones you pull to be tested and have a set of spares if they are OK. Then just rotate them through FCP.
Well, if such service like Injector Rehab.com is available in my country, I would do it at year 10th and once more at year 14th most likely.
Agree with you....
I was thinking to buy 6 new ones and keep the current old ones as spare, by year 12th or 2026.
In fact I am also looking at new engine computer for back up in the next 2 years. I fear MB stop selling them when I need it God knows when.
I seen US cars having stop sales of important modules ( Pine Hollow videos ) for a car only 10 years old...damn, that is evil !!
Its cheap the ECM, US$1,100 only in USA if I can bypass/qualify for the theft-relevant parts thingy. I want new one not used one. https://www.mbpartscenter.com/oem-pa...ecm-2769007300
Then the old one I can send to a capable workshop to replace all its capacitors, the weakest component of the ECM in terms of aging by years.
MB Indonesia typically charge US$3,500 for a M272 ECM which many goes bad usually after year 10-12th , as such that is why The Grilled ECM nickname came to be.
Local call it the grilled ECM, due to its hot location at the V bank, which is the same as our M276.820
Unwound think a leaky injector would quickly show up on the lambda values when comparing banks, as well as the smooth running values in xentry. As long as those values are healthy, and injector times are not deviating from a known normal, it would not make sense to me to test the injectors.
The closed loop lambda sensor will only operate about 12 seconds after engine COLD start
.
Note : My Banks Gauge does not read Mercedes AFR properly, it gives opposite value so I never log it.
Assuming the leak is very very little, the fear is the lubricant at cylinder liner getting fuel-washed when engine shut down , as the fuel rail pressure is still high.
So at every engine cold start , the on purpose rich burn protocol of a GDI may mask the very minor injector fuel leak.
Sometimes I hear like the engine "burping" at 3rd second of engine Cold Start, maybe some people call it fish-bite misfire. Its not always I get that "burp" and its only less than 1 second duration, very fast.
However I think that "burp" is simply a cold engine using open loop fuel mix estimate.
If I go by bad fuel trim and Xentry smooth running showing issues, I think the leak would be too much already.
Assuming the leak is very very little, the fear is the lubricant at cylinder liner getting fuel-washed when engine shut down , as the fuel rail pressure is still high.
Such a leak would be visible as a rapid drop of pressure after shutdown. There is no gas in the fuel rail which can expand, so any leak of actual fuel will lead to a very rapid loss of pressure.
Removing injectors just for testing them could get expensive for very little gain. You’ll crush the fuel rail fittings an extra time, reducing their lifespan. Also, if you follow MB instructions, you’ll have to replace the teflon seals and springs etc, which costs about $30 per injector (if I remember correctly).
Then again, I would be interested in what the test results would be, as these GDI injectors are sensitive to debris and wear..
If we loose 1 drop per hour, 20 drops is only 1 milliliter and the total volume in the 2 fuel rail is I think easy 20-30 milliliters...yes ?
Also, by design the fuel rail/HP pump does loose pressure overnight.
I think a very very minor leak is difficult to detect...damn
Yes, the seals are not cheap for the injectors. I have all the special tools already, teflon seal install tool, injector puller tool, and including the drift tool, 3 months special order, below :
Last week I used my M276 injector teflon seal tool for M271.8 GDI injector...its compatible, but the injector puller is different.
BTW Jeedie,
I kept thinking of your fuel rail being clogged during your misfire adventure. How can the fuel filter bypass such dirt size ? It kinda bothering me.
This tasos video is almost the same case as your engine, the input for the fuel rail is clogged, but this engine has 2 HP fuel pumps.
Most fuel related issues go unattended, like "As long as the car is in fuel control" mentality in flat rate mechanics exists, they are ignored till failures mount to a "The car is not worth spending that much on repairs".
Because oil dilution slowly wore away bearings, scored cylinders and cam lobes when an injector health test would have prevented it all, or piston crowns burnt away because of injectors causing LSPI, and many a junkyard calls for used engines would not need happen as much.
But for the sake of keeping mechanics employed, don't do this...Or, choose to extend the life of your engine and do it.
BTW Jeedie,
I kept thinking of your fuel rail being clogged during your misfire adventure. How can the fuel filter bypass such dirt size ? It kinda bothering me.
This tasos video is almost the same case as your engine, the input for the fuel rail is clogged, but this engine has 2 HP fuel pumps.
As part of my complete fuel system rebuild I had a set of used (ebay) injectors cleaned, piezo re-gen, and flow tested by "The Injector Shop" in Washington state.
Scott (who answered all my emails very promptly) supplies flow testing data for each injector. One of mine was "within spec" but flowed more than 2 standard deviations less than the other 5 injectors in the high pressure test.
Since I'm going for more power I bought another used injector and it flowed much closer to the rest of the set.
[Edit] I also ordered MB seal kits, and sent the seals along with the injectors to The Injector Shop. They installed all the seals and o-rings for me as part of the service.
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