just zip tie it nearby to prevent interaction with the crankshaft balancer.

Personally I left the plug unprotected... I think connector matched the VVT 2-wires "Magnet/solenoid" pigtail so you can use an old one there with wires cut out from pigtail.

Improvements will be caped by your choice of engine oil viscosity.

 

Look at post #1548 in this thread. https://www.aliexpress.us/item/22518...Cquery_from%3A


I used this to protect the connector to the actual inside solenoid. AliExpress. Get the 2-wire connector. Mercedes-Benz A0225451926

 

@JCM MB, @Calibenz and @Jettared, advice much appreciated.

 

Recommend using the aforementioned connector to plug the engine side but also like other forum members mentioned, recommend using a dummy oil pump solenoid outside the engine plugged into the live ECU connection, that way you also get no more codes.

 

I did the same.

 

Same but the ALT-LIN mod is supposed to keep the fan off in that case, drops the heat, I am not surprised your fan might still switch on during the winter because you are tuned but should be way better, I too am switching to 5W-50 in summer and I look forward to even more improvements.

 

i miss this part with ALT-LIN is keeping the fan off but i hope it will switch it on when it have to..

 

Forum member CaliBenzDriver, may I kindly ask for clarification : ) Thank you!

MOD-0 = stock?
MOD-1 = ?
MOD-1.2?
MOD-1.3?
... (and what are the other ones I am missing?)
MOD-2 ?
MOD-3 ?
MOD-4 = oil pump solenoid?
MOD-5?
MOD-6?
etc.

Thank you : ) so I can keep on track : )

 

I forgot to ask, did I forgot to include MOD-0.1? as well?

 

It will, it doesn't kill the fan, it helps with the car's cooling and the fan doesn't have to kick on because the temperature no longer reaches the same as before the mod.

 

Good question WCP! This ladder of number is a simple way to organize the progress level in this experimental research.

As it turns out, improvements vary based on oil viscosity.
More conclusion pointers at the bottom....


> The Progress Scale...
> MOD-0 = STOCK active control: low pressure
-- oil pressure is cycled on/off to create heat.


> MOD-1 = MB 0/5w40 Normal pressure
-- remarquably quieter head lubing (HPFP!!)
MOD-1.2 = boosted viscosity with blend

(** I've used shots of 100ml to get a preview of viscosity increase before dumping... well positive, so I kept up grading for results!!)


> MOD-2 = MB Motul 5w40: a game changer!
-- MOD-2.1 = boosted viscosity with blend

> MOD-3 = Valvoline 15w40
-- Good 2500Mi but early retirement!!


>>> MOD-4 = 5w50
-- this viscosity effectively provides a reserve against heat and shearing.
-- Different blend will shear at different rate. (so far Motul's holding up)

>> MOD-5 = 10w50
-- this viscosity provides additional reserve for higher heat applications in TT.
(I may try this next if needed)


>>​​​​​​ Oil MOD Conclusions:
-- Oil pressure study evidence that poor VVT control is responsible for lean throttle LAG resulting in bangy tranny shifts and low gear selection.

-- The stock setup can be defeated with effective oiling viscosity of your choice.

-- Setup improvements do NOT result instantly in full results!! ECU tunes up based on engine physical conditions of cylinder contribution. You provide the setup, ECU/TCU hands out your rewards including a phase of poor adaptations through hell.


> ALT-LIN... Stable IGN Timings:
-- Now what's does chassis voltage and oil pressure have in common ???
> They are both chaos factors used to detune the engine performance. This chaos can be cancelled easily.

>>The same LAG DEFEATING study continues with electrical disturbances slash YoYo chaos !

The engine LEAN LAG/Tranny issues are NOT a lubing issue but directly a GDI timing issue.

>> When the crank rotation is not predictable the ECU gradually detunes the fuel map all the way to lean misfire faults. This stock condition doesn't have to be.
Normal solid performance may easily be enabled on engines with balanced contributions.

Engine crank timing variations are caused by drafty rings + unstable ignition + CAN-C disruptions.
The more negative factors are removed the more positive outcome. Simple math, yes

MOD-4 does a lot by enabling a stable VVT control but nothing about the ignition. ALT-LIN provides a stable ignition that the ECU/TCU adapts to remarquably well.

Running engine under improved conditions should help minimize premature wear of cylinders closest to balancer pulley.
This system is built to detune itself with lower performance.

It may be preferable to focus on virtuous factors that improve self-tuning and associated longevity:

• MOD-4/5
• ALT-LIN!
• Ignition harness...
• CAN-C disruptions!

Enjoy responsibly.


+++ COMBINATIONS of MOD-4/5 vs. ALT-LIN
Personally I see MOD-4 as a PREREQUISITE to normalizing the engine mechanicals (VVT pressure + Rings seals) else zero change.

-- All individual choices are personal combinations yield different results. Some better, neutral or worse.... (keyword: **PERSONAL**).

Some ppl report zero gain because they end up with neutral setup with zero plus factors.
The ECU is in charge of rewards. You decide this and that is your limit, ECU tunes up your results.

Without engine mechanicals running evenly, other improved conditions likely bring no change. Viscosity is the only way to help seal rings. (Leaky valves, ovaled bores are helpessly uneven).

Leaky chain tensioners are helped along by viscosity. A good maintenance item with soft a bearing seal for leaking pressure.

When the engine Hummmmm's and runs vibration free you're in the land of stable timings for top performance.

Thanks to friends and every contributors.


++++ The TEMP YO-YO...
You know how coolant temp is controlled by ECU with a mapped thermostat... I can bet that's a chaos factor in disguise. We know viscosity is linked to temperature...

Anyway as far as extreme TEMP goes: stable GDI timing and neutral (not lean) mixtures normalize engine heat with effective squirting of MOD-4 and friction control by a proven film.

Meaning the extreme heat is now a personal choice. Stock setup delivers stock results.

 

@CaliBenzDriver please add the solenoid disconnect and ALT-LIN disconnect to the list. 🙏

 

Actually, it might be better to list Viscosity as Level 1 Mod, Oil Solenoid as Level X.1, and ALT-LIN as X.X.1. For example, 5W-50 with Oil Solenoid Disconnected and ALT-LIN disconnected would be MOD-4.1.1 and 5W-40 with only the ALT-LIN disconnected would be MOD-3.0.1, or something like that since they are not dependent on each other.

 

Oh so I was mistaken, thought MOD-4 simply means oil pump solenoid. Thank you for clarifying.

 

Oh yes that is interesting as well and a good place to start : )

 

thanks for summary all info into one post

@CaliBenzDriver so would you agree that "golden mean" is right around:
Oil pump solenoid - unplugged
ALT-LIN - unplugged
Engine oil - Motul 5/40 or 5/50?

since you are NA why would you pick 10/50 if you're happy enough with the heat already ​​​​​​​

 

Cali is a perfectionist, and so is Master Surya.

​​​​​​​to both

 

JC! many-many thanks to you as well for everything you bring to this forum.


Your excellent Motul 5w40 recommendation was my preview for what stable viscosity delivers.


BTW you, JR!, WCP! and myself are all members of the bad-back-pain club - We need more Cancun scuba diving

 

================================================== =====

LOL, not at you, its a full time job just reading these improvements everyday......
Thanks to @calibenzdriver and many others for sharing all of these great things helping all of us.

 

Bed ridden since Jan 8, already got JR suggestions. Waiting for tests, and physician evaluation. At least I was able to cross the pond over the weekend

 

I may upgrade to 10w50 if my current 5w50 drops too much viscosity between 3000 to 4500Mi. The VVT will become unstable at driving Rpm based on viscosity and engine temp.
With lower working temp we get more favorable pressure. It's really interactive.

With higher temp you need higher initial viscosity so that when effective viscosity drops (age/oxidation/shearing/temp/...) engine stays within favorable working zone. It's a balancing act.


MOD-0 stock has no chance to effectively control VVT at driving RPM hence the stock experience with lag, misfires and gearbox non-sense.

Whatever you decide stay off heavy ZDDP "Racing Oils" for your lamba/cat protection.
​​​​​​​

 

im looking to change my oil up to 8k km so i would not bother myself if the viscosity is dropped at that range

well im catless anyway, so can we say that for summer kind of recommended especially for TT and the ones with tune is good to go 5/50 or 10/50 instead 5/40 or what would be your recommendation (im asking for myself as well )

 

yes that's a 100% true statement, if you have balanced sealed cylinders!
Improved setup will deliver gradual self-tuning for the best pressure sensitive throttle.
Meaning self-tuning does not deliver instantaneous results.
The ECU/TCU need time to relearn the improving engine. Lambda clean up, rings clean up, spark plugs clean up, maps are relearned... a journey!

The disappointing aspect is when the engine improves the TCU needs to catch-up and until then it gets extra mis-matched from engine. Take it easy with your clutches while shifts are poor !! ​​​​​​​

 

yes, that's what I would do. See what setup works best with your custom setup... go up gradually you'll see how your engine responds.
Dont just switch to 10W50 and WOT your rig: you won't like the results.
ECU/TCU and engine need to RELEARN EACH OTHER interactively.
It's a journey not a destination.

 

how about if i reset ECU/TCU adaptations and start learning from scratch, is this not a better and quick process than rewriting slowly old data till create the new adaptation?

mmm last time MB put instead 5/40, 0/40 and we talked that i will forget how much they robbed me for this oil and will go for 5/40 before even 5k km range, so now im with 5/40 from here would it be safe to jump next to 5/50 so by summer i can go to 10/50 or what would you suggest me in my specific situation?