Bigger intercooler?
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E63s
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R320 Bluetec
Why do you think you would get more turbo lag? Adding a much bigger intercooler to my F350 produced no noticeable change in lag, lower EGTs, and higher boost pressure. And that was with a non-VGT turbo. The computer would more than likely adjust to compensate for any slight change in lag.
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2008 R320 CDI
I'm going to get a tuning box for it, so I figured I would go with a slightly larger intercooler to help out. Also, a cooler air charge is always better, and I wasn't thinking of going out and finding one from a semi, just one that's about 2-4 inches taller, there's plenty of room for it. Just need to get some measurements off of the stock unit and go from there. Maybe even do some exhaust mods as well.
Last edited by 08R320CDI; Jun 23, 2016 at 04:18 PM.
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From: Nova Scotia, Canada
2023 GLK250, 1987 560SL
If I recall correctly, the intercooler on this engine doesn't cool the charge air but rather the exhaust gas that drives the turbo. In that case it could cause more turbo-lag because their is a higher reserve volume in the plumbing before the turbo with no increase in actual throughput.
I don't think there is a real issue with getting enough air into these engines. Disabling the EGR will do more than a bigger intercooler. Plus it is easier and cheaper.
Turbo-lag would be best reduced probably through an additional smaller turbo that spools up with less exhaust pressure. Or you could get a different map that engages the veins in the existing variable turbo on a different timing curve.
The only time I notice turbo-lag is when I'm turning corners and hit the accelerator as a straighten out. Hard acceleration and roll-on acceleration are nice and smooth.
I don't think there is a real issue with getting enough air into these engines. Disabling the EGR will do more than a bigger intercooler. Plus it is easier and cheaper.
Turbo-lag would be best reduced probably through an additional smaller turbo that spools up with less exhaust pressure. Or you could get a different map that engages the veins in the existing variable turbo on a different timing curve.
The only time I notice turbo-lag is when I'm turning corners and hit the accelerator as a straighten out. Hard acceleration and roll-on acceleration are nice and smooth.
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2023 GLK250, 1987 560SL
Yup. You're right. At any rate, this is a pretty decent sized intercooler, especially considering the relatively low volumetric flow and better thermal efficiency compared to a gasoline engine.
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2008 R320 CDI
I'm looking at the engine as I write this, and it is definetly cooling the charge air, not the exhaust. I'm not so concerned about getting more air in, it's more about a more efficient cooling of the incoming air, and a larger intercooler will do that. At the same time, I was just wondering if anyone else had done anything with it yet. I could also just look into maybe a water sprayer setup for the intercooler, or maybe a meth injection setup could be advantageous? Just trying to come up with ideas that won't push me too far, but at the same time are relatively easy to do.
Now, as for tuning, my two front runners are GDE and Spider. While I know that the GDE setup disables EGR and the swirl motor, you get lower hp and tq increase at about 25(+\-) hp and approx 65 tq. Whereas the Spider unit gives about 65(+\-) hp, and around 120(+\-) tq increase but I don't know if the Spider unit disables the EGR or the swirl motor... The Spider unit costs about $25 less, but I don't know what shipping would be on either one. Which would you guys go for?
Now, as for tuning, my two front runners are GDE and Spider. While I know that the GDE setup disables EGR and the swirl motor, you get lower hp and tq increase at about 25(+\-) hp and approx 65 tq. Whereas the Spider unit gives about 65(+\-) hp, and around 120(+\-) tq increase but I don't know if the Spider unit disables the EGR or the swirl motor... The Spider unit costs about $25 less, but I don't know what shipping would be on either one. Which would you guys go for?
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From: Nova Scotia, Canada
2023 GLK250, 1987 560SL
The Spider just appears to be a plug-in tuning box. Is this correct? I'm not entirely convinced that these boxes, which affect the fuel rail pressure, are a good idea. Although it does have more features, it basically does the same thing as all the other tuning boxes.
I believe you can request a "performance" tune from GDE; otherwise their standard tune is for the purpose of improved fuel economy.
I believe you can request a "performance" tune from GDE; otherwise their standard tune is for the purpose of improved fuel economy.
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2008 R320 CDI
Yes, the spider unit is a "plug and play" box that mainly affects fuel pressure. They do claim higher boost levels as well, but not having one, I wouldn't know if that's actually a fact, or just a claim. The website does say that it has six different "tunes" available on the one box. Everything from Eco to race. I haven't heard anything bad about either company, but from the looks of it, if I wanted a "custom" time from GDE, it would be an extra $100, unless I'm just reading it wrong.
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From: Nova Scotia, Canada
2023 GLK250, 1987 560SL
Yes, $100 sounds about right. Regarding the Spider, the boost likely is not increase charge pressure but rather a richer mixture - achieved through the higher fuel rail pressure. Diesel engines tend to run lean, so you have plenty of opportunity to add more fuel to increase performance. This is why in diesel racing they produce those thick clouds of black smoke; because they're running rich. That being said, running rich on a diesel with a particulate filter would run the risk of fowling it - and that's a $4K repair.
I won't assume that spider has done it right, but I haven't heard anything bad either. The benefit is that you can pop it off and return it back to stock instantly. The GDE, you'd have to re-flash, which will take about 15 minutes.
In my opinion, when tuning a diesel, first order of business should always be getting the EGR disabled.
I won't assume that spider has done it right, but I haven't heard anything bad either. The benefit is that you can pop it off and return it back to stock instantly. The GDE, you'd have to re-flash, which will take about 15 minutes.
In my opinion, when tuning a diesel, first order of business should always be getting the EGR disabled.
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2008 R320 CDI
That's the biggest reason for wanting to go with GDE. I've heard nothing but bad things about EGR on diesels. To be honest it sounds like the worst thing they could possibly do to a diesel. Well, I guess it's time to dive back into the research and see what's what before I decide which route to go.
