When you click on links to various merchants on this site and make a purchase, this can result in this site earning a commission. Affiliate programs and affiliations include, but are not limited to, the eBay Partner Network.
2015 SL400 (M276 Turbo), 2014 C350 Sport (M276 NA), 2004 SL500 (M113), 2004 Audi TT225 (BEA)
I had my doubts, but not any more...
I performed the [oil pump solenoid disconnect] "mod" discussed at length here. Though I doubted it would make any difference, I was wrong. I made the changes to both my 2014 C350 (NA) and my 2015 SL400 (turbo and tuned). While the improvement was noticeable on the SL, it was really noticeable on the C350 (M276 3.5 liter NA). So much so, I'm glad the car starts in E mode since my wife drives the C350 most. The low end is vastly improved to where at first I had to check if the tranny was in E or S mode (it was E). Under full acceleration, the car just keeps pulling. The C350 seems actually a little more responsive than the SL, though the SL is the quicker car.
UPDATE: For those wanting to delve into the engineering explanation of why this works, read this thread and all the linked threads.
I performed the "mod" discussed at length here. Though I doubted it would make any difference, I was wrong. I made the changes to both my 2014 C350 (NA) and my 2015 SL400 (turbo and tuned). While the improvement was noticeable on the SL, it was really noticeable on the C350 (M276 3.5 liter NA). So much so, I'm glad the car starts in E mode since my wife drives the C350 most. The low end is vastly improved to where at first I had to check if the tranny was in E or S mode (it was E). Under full acceleration, the car just keeps pulling. The C350 seems actually a little more responsive than the SL, though the SL is the quicker car.
That is a quite a thread, which particular mods was completed?
I performed the "mod" discussed at length here.
Though I doubted it would make any difference, I was wrong.
....
Under full acceleration, the car just keeps pulling.
The C350 seems actually a little more responsive than the SL, though the SL is the quicker car.
Glad we could help make a good car better, all for free.
Spread the joy!
Last edited by CaliBenzDriver; Nov 11, 2023 at 03:52 PM.
That's interesting because I (silently) called BS that it would make any difference. I simply don't see how it could matter at all.
There was mention of VVT, but I can see my VVT and have two things to say: One is it's fast as hell. Two is I actually set it to move slower, in hopes it won't overshoot and hunt, which did nothing because it's simply too fast either way.
The biggest VVT change is from Idle mode to normal mode, but I've set my idle mode to match normal mode to eliminate that, and I can't tell the difference.
So if there's some other reason for it, I'd love to hear it, but not buying the VVT thing.
You know how ignorants call people with an education... "book smart", right ?
The bridge between ideas and reality is through TESTING!
I am with you regarding disbelief in BS and parts-canon, anything that's unproven is just that: unproven reality period. Test and test again, iterate!
Maybe you've just placed a finger on Bosch's problem: ignoring real life feedback from the field is important!
Bent rods, exploded pistons, stuck rings and scored cylinders should be a call for action right? Well I and fellow wing-men picked up the call to retire ridiculous BS from MB, make good cars better.
Enjoy greater ownership.
Last edited by CaliBenzDriver; Nov 13, 2023 at 03:29 AM.
Im not disagreeing its better for eng life, its the power gain I can't see. I also believe the gains people are saying, I just can't see how its possible. So someone needs to hold my hand and walk me through it Perhaps theres a torque limitation in the program, that would make sense.
I see booksmart everyday at work. People with a degree but unable to comprehend, only parrot what they learned. Then some that are very intelligent, plus a degree, plus decades of experience. Still, I've yet to find anyone who can explain the pressure drop in a venturi. Maybe you or someone here can. Not looking for a Bernoulli's principle, but an actual explanation of how/why. Perhaps its like gravity, we all know it but nobody knows why. A Vortex tube is another.
2015 SL400 (M276 Turbo), 2014 C350 Sport (M276 NA), 2004 SL500 (M113), 2004 Audi TT225 (BEA)
Originally Posted by Chevota
Im not disagreeing its better for eng life, its the power gain I can't see. I also believe the gains people are saying, I just can't see how its possible. So someone needs to hold my hand and walk me through it Perhaps theres a torque limitation in the program, that would make sense.
I see booksmart everyday at work. People with a degree but unable to comprehend, only parrot what they learned. Then some that are very intelligent, plus a degree, plus decades of experience. Still, I've yet to find anyone who can explain the pressure drop in a venturi. Maybe you or someone here can. Not looking for a Bernoulli's principle, but an actual explanation of how/why. Perhaps its like gravity, we all know it but nobody knows why. A Vortex tube is another.
Did you read the thread that I linked above? Do that and come back if you haven't.
Or....and less mind-cramping...just disconnect the wire to the solenoid. It is on the front of the engine, below and left of the crank pulley. It's a little hard to see at first, and certainly tight, but if you use a hooked pick, you can release the catch on the connector and pull it off. It'll be tight, as well, but just keep working it. Blocking access is a coolant hose, so you may need to reach around that with your finger to release the catch, as well. Take your time and it will come off. Then, take the car for a drive and see if you notice any difference. As I said, the change was MORE noticeable on the C350 than the SL400, mainly because the turbo boost probably masks the improvement a bit.
Im not disagreeing its better for eng life, its the power gain I can't see. I also believe the gains people are saying, I just can't see how its possible. So someone needs to hold my hand and walk me through it Perhaps theres a torque limitation in the program, that would make sense.
I see booksmart everyday at work. People with a degree but unable to comprehend, only parrot what they learned. Then some that are very intelligent, plus a degree, plus decades of experience. Still, I've yet to find anyone who can explain the pressure drop in a venturi. Maybe you or someone here can. Not looking for a Bernoulli's principle, but an actual explanation of how/why. Perhaps its like gravity, we all know it but nobody knows why. A Vortex tube is another.
This thread is for people who've UNPLUGGED ... it's not about explaining the mod well covered already. It is all about the POST EXPERIENCE AFTERWARDS.
-- Don't flip from disbelief to blind faith. Learn what makes this topic possible in the first place.
-- We don't need fools driving around WITHOUT ANY OIL claiming mod fixes low oil issues ....lalala ...lalala.
--> You got to know what you're doing for everyone else: Mint cars serviced by dealers are great.
Pull the plug or better do not unplug anything!
Mercedes engines are good work the way they are built. This uncommon mod likely voids all warranties and may decrease resale value... after engine lasted too long.
Last edited by CaliBenzDriver; Nov 13, 2023 at 05:01 PM.
Did you read the thread that I linked above? Do that and come back if you haven't.
....
As I said, the change was MORE noticeable on the C350 than the SL400, mainly because the turbo boost probably masks the improvement a bit.
I think you got it. The low RPM turbo masks the low rpm VVT improvements. Fortunately "normal oil mod" improves more than performance alone.
The turbo boost existing performance so when the base engine is improved, the turbo must be improved as well. I don't have one to test this reality with.
At any rate this is going to improve pedal response that I call driveability. It's gonna be easier to get enough power without using so much brakes. I really enjoy how the car has zero lag at freeway speeds. Now it feels very light as oposition to before it felt heavy.
What this experiment clearly explains to me is the relation with worned out VVT gear lock-pins... rattle!
Now that normal working oil pressure is available, the VVT gears are abble to get unlocked and positioned to work at lower rpm. They don't get locked nearly as often as before, specially B1 intake that drives HPFP!!
The ECU learns and stores lookup maps to control devices extremely fast. This is applicable to:
VVT positioning solenoids
HPFP quantity valve
Injectors quantities/timing
Multi-sparks Qty/Timing degrees
Tranny shift requests
Having goofy oil pressure ruins a lot if things. The HPFP quantity valve is involved with 3 or 4 lobe timings. The ECU PWM works in prediction of the lobe's arrival. When the camshaft positioning is poor, the HPFP control is poorly regulated.
I clearly noticed the engine GDI rattle-snake sounds different now at idle. It plays different tunes and enjoys good lube !!!
Last edited by CaliBenzDriver; Nov 13, 2023 at 04:44 PM.
2015 SL400 (M276 Turbo), 2014 C350 Sport (M276 NA), 2004 SL500 (M113), 2004 Audi TT225 (BEA)
I'll say this again, the improvement on the M276 3.5L non-turbo engine is remarkable (<---I'm remarking about it). I have to keep checking to see if I am in Sport or Economy mode, and it's in E mode. It is a little over-sensitive in S mode, but that should smooth out after a while. In a word, I say the car can be described as "spunky".
My 9.5 year old car is long past its warranty period, so I'm not worried about that. I have scanned both cars a couple of times after disconnecting the solenoid and the ONLY code that comes up is the P06DA00 code, which Mercedes says to ignore.
I'll say this again, the improvement on the M276 3.5L non-turbo engine is remarkable (<---I'm remarking about it). I have to keep checking to see if I am in Sport or Economy mode, and it's in E mode. It is a little over-sensitive in S mode, but that should smooth out after a while. In a word, I say the car can be described as "spunky".
My 9.5 year old car is long past its warranty period, so I'm not worried about that. I have scanned both cars a couple of times after disconnecting the solenoid and the ONLY code that comes up is the P06DA00 code, which Mercedes says to ignore.
ECU Fault P06DA00: enhancing condition to be sought after.
Last edited by CaliBenzDriver; Nov 13, 2023 at 07:04 PM.
2015 SL400 (M276 Turbo), 2014 C350 Sport (M276 NA), 2004 SL500 (M113), 2004 Audi TT225 (BEA)
This has been brought up as a design or engineering flaw or that Mercedes did something nefarious to steal more of our money. You can actually thank the EPA and other world governments for forcing greater and greater fuel efficiency requirements on manufacturers. The 2-stage oil pump is supposed to reduce parasitic loss due to more oil than necessary being pumped through the engine at low RPMs. Apparently, it saves gas and children. So, just like the mandatory stupid start/stop function to save gas, this is all in the interest of reducing the use of fossil fuels.
The funny thing is that the start/stop function was on some European cars (i.e., Audi/VW) in the early 80s when gas was about $6 current per gallon. Then is really was intended to save money more than the environment.
What is the 25-words-or-less explanation of the physics behind the improvement?
I have already put in my 1,000 words... here a picture instead: dual-rate pump
An experimental study has shown that a series of E-class engines may run better by disabling the reduced oil function.
Associated benefits may be found where poor oil circulation is detrimental: crank + cams + pistons + VVT's.
The study has shown that low oil pressure interfered with the dynamic valves timing and possibly accelerated abnormal wear.
Regarding environmental AIR/SMOG improvements: accelerated oil consumption is clearly reduced back to normal and gaz mileage may also be improved.
Last edited by CaliBenzDriver; Nov 14, 2023 at 01:51 PM.
2015 SL400 (M276 Turbo), 2014 C350 Sport (M276 NA), 2004 SL500 (M113), 2004 Audi TT225 (BEA)
I have a VRTune for my SL400, actually three tunes: Stage 1, Stage 1v3 (custom), and Stage 2. The "custom" Stage 1v3 was a result of drivability issues with Stage 2. Partial throttle with Stage 2 caused a bogging (or shudder) and was so annoying that Vivid Racing rewrote the tune to produce a little less power, but returned the car to factory drivability. (There had been no problems at higher RPMs.)
Fast forward to now, I reloaded Stage 2 AFTER disconnecting the oil pump solenoid -- NO MORE SHUDDER at all. Complete factory smooth drivability after about a week of driving. Previously, the shudder at partial throttle (low rpm) would show up after a couple of driving cycles. Now, not at all. Plus, I don't remember Stage 2 having such a strong low end. I'm thinking that the problem with low oil pressure after all.
Great to know that this mod improved the performance on the M276 NA.
Can someone show us an image of the connector that needs to be disconnected on the non-turbo M276? I am not able to locate the connector.
Thanks
Folks with the 3.0 TT, HOW THE HECK DID YOU REACH THIS PLUG?
Facing the motor it should be just left and behind the intercooler right?
Short of pulling the intake ductwork is there any other disassembly needed?
Folks with the 3.0 TT, HOW THE HECK DID YOU REACH THIS PLUG?
Facing the motor it should be just left and behind the intercooler right?
Short of pulling the intake ductwork is there any other disassembly needed?
For me, I was able to get it from the top on my M276 3.0 but it is a very tight fit, there are also rubber coolant hoses that you might accidentally bent, not ideal, just drop the cover from the bottom and you will see it almost immediately.
Mercedes SLR McLaren 722 S Is Extremely Rare Example Modified by McLaren
Slideshow: A one-of-one U.S.-spec Mercedes-Benz SLR McLaren Roadster became even rarer after a factory-backed transformation at McLaren's headquarters.
Perhaps theres a torque limitation in the program, that would make sense.
