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> Are these both API-SN oils samples?
-- Calcium is through the roof (SN!)
-- Viscosity 13 are very similar
Personally I would concider using cleaner API-SP formula for "LSPI protection".
Some contamination will remain during first oil change that will serve as a rince cycle.
Find the best oil that meets your criterias:
Group 3-Synt. or 4-PAO
Viscosity grade: 5W-40 or 5W-50
Formulation SN or SP
MB Approved or greater
All synthetic oils are good lubricants.
Last edited by CaliBenzDriver; Apr 22, 2025 at 06:10 PM.
> Are these both API-SN oils samples?
-- Calcium is through the roof (SN!)
-- Viscosity 13 are very similar
Personally I would concider using cleaner API-SP formula for "LSPI protection".
Some contamination will remain during first oil change that will serve as a rince cycle.
yes, as long as it meets your criterias, it's all right.
I think @JettaRed has tried the PennzOil/Shell with satisfaction.
I was surprised by similar high level of calcium in both your oil samples. It would be better to stay with one formulation either SN or the cleaner SP. These oils lubricate & clean with a different mix of chemicals.
Last edited by CaliBenzDriver; Apr 22, 2025 at 08:13 PM.
2015 SL400 (M276 Turbo), 2014 C350 Sport (M276 NA), 2004 SL500 (M113), 2004 Audi TT225 (BEA)
I am currently running Pennzoil Platinum Euro 5W-40 in my bi-turbo M276 and Molygen New Generation 5W-40 in my non-turbo M276. The Pennzoil is API SP and the Molygen is API SN. Both cars seem to like what they have. I've seen a 10% or better improvement in my mileage with the Molygen over the previous Castrol Edge 5W-50.
I am currently running Pennzoil Platinum Euro 5W-40 in my bi-turbo M276 and Molygen New Generation 5W-40 in my non-turbo M276. The Pennzoil is API SP and the Molygen is API SN. Both cars seem to like what they have. I've seen a 10% or better improvement in my mileage with the Molygen over the previous Castrol Edge 5W-50.
Did you run through the mileage and needed the change or just wanted to change 5/50 to 5/40?
Since tech and owner reported it as having “grease” consistency I.e soft. And visually, it looks like what that Dielectric Grease looks like once it has aged a bit. Consistency is similar to Vaseline, see pics below
Good Luck!
Last edited by crconsulting; Apr 24, 2025 at 11:51 AM.
a week or so after the oil change to 5w-50 I finally drove more than the initial trip around the block yesterday! I am very satisfied so far; engine is quiet and vibration is minimized at start up, idle and throughout the powerband. Shifts are smooth, throttle is responsive and engine feels solid at all speeds. I wish I drove the car more before the having the AMG dash menu and Agility Mode unlocked, but the timing did not work in my favor. Regardless, fuel efficiency remains about the same during my normal commute to the office.
Last edited by dspecialistb; Apr 24, 2025 at 03:05 PM.
Lets keep in mind differences:
-- 2-pins VVT Solenoids (aka. "magnets") are the ok actuators. Located on timing cover front.
-- 3-pins Camshaft Position Sensors (CPS) Mfg. by Continental are the failed ones. Located on valve covers top. Use pigtails!!
Using dielectric grease on hot ECU related connectors brings out question...
-- Will melted grease travel around hot engine harness towards ECU like engine oil does??
-- Is dielectric grease helping or hurting low-voltage connections ??
In the long run... I have a preference for dry metal-to-metal connections without any anti-oxide oily film. When "protective film" hardens, the connection get marginal.
This is what happens with DeOxit magic spray. It helps then hurt to need repeated applications.
We know the hot/cold changes the qualities of thin film. Granted silicone can take 1500F temps...
> This can be a split topic:
Does protecting ECU connections with silicone hurt reliability??
Personally I think it does. Protective film can become an extra maintenance item.
Last edited by CaliBenzDriver; Apr 24, 2025 at 05:22 PM.
Well I think it's time for Me to take next step. I have 8000 miles on Motul 5-40 Sn. 5000 on 1st batch and 3000 on this batch. I have Motul 5w-50 SP on the shelf, warmer weather coming so upgrade it is.
Well I think it's time for Me to take next step. I have 8000 miles on Motul 5-40 Sn. 5000 on 1st batch and 3000 on this batch. I have Motul 5w-50 SP on the shelf, warmer weather coming so upgrade it is.
> This can be a split topic:
Does protecting ECU connections with silicone hurt reliability??
Personally I think it does. Protective film can become an extra maintenance item.
If you’re referring to my post, sorry if you misunderstood. I was identifying the type of grease most likely in the connector, since we had mentioned EPOXY. I probably should have elaborated more.
LOL! As far as using it in this application….
You may not have gotten my joke about Mr. Goodwrench (old term for factory trained GM mechanic) who probably had worked on the MB mentioned in the FB post.
Several years back GM and Ford (and others) used to use Dielectric grease on their exposed connectors such as parking and brake lights, etc... These connectors weren’t as sophisticated as what we see today, as far as sealing and would corrode over time. MB nowadays does a decent job of sealing their connectors. (Though that grease works well on spark plug boots). I believe that was probably the handiwork of an independent or DIY’er, who probably applied dielectric grease inside the connector.
Agree, It’s the wrong product for this application and we definitely need to keep Mr. Goodwrench away from our MB’s
Cheers!
RIP Mr. GOODWRENCH!
Last edited by crconsulting; Apr 24, 2025 at 06:46 PM.
2015 SL400 (M276 Turbo), 2014 C350 Sport (M276 NA), 2004 SL500 (M113), 2004 Audi TT225 (BEA)
Originally Posted by dspecialistb
....I wish I drove the car more before the having the AMG dash menu and Agility Mode unlocked, but the timing did not work in my favor. Regardless, fuel efficiency remains about the same during my normal commute to the office.
I love them! Only wish I could see transmission temperature. I am not sure my model has a sensor but I will investigate. UPDATE: looks like I need to convert the entire cluster to an AMG cluster in order to see the Transmission Temps, currently I just have an additional menu.
i am contemplating a TCU tune but am on the fence. Do I need it? Defintely not, but I have FOMO of having power that I can’t access in the lower gears. Opinions and experiences welcome!
Last edited by dspecialistb; Apr 25, 2025 at 01:07 PM.
2015 SL400 (M276 Turbo), 2014 C350 Sport (M276 NA), 2004 SL500 (M113), 2004 Audi TT225 (BEA)
Generally, I have not heard good things about a TCU tune. The good thing about adding Agility/Sport+ mode is that you are not "tuning" anything; just enabling a factory feature.
I really don't understand your FOMO comments about missing out on power.
I love them! Only wish I could see transmission temperature. I am not sure my model has a sensor but I will investigate. UPDATE: looks like I need to convert the entire cluster to an AMG cluster in order to see the Transmission Temps, currently I just have an additional menu.
i am contemplating a TCU tune but am on the fence. Do I need it? Defintely not, but I have FOMO of having power that I can’t access in the lower gears. Opinions and experiences welcome!
I am gonna volunteer to say: be patient and do leave your tranny alone!
Concentrate on shaping up the engine so ECU can gains fine throttle control. That's will transform tranny work to near perfect.
What sucks buckets about powertrain... :
the wrong gear choice: 5th gear at 20mph
the shift timings: delays bangs gears up/down
the sloppy shifts: slipery clutch instead of instantaneous
The TCU is unable to partner up within unstable environment. It is extremely dependant on precise engine throttle activity.
Sloppy slippery:
Given enough slippery long shifts the fancy "gas saving" thin blue ATF gets heated up ultra thin. Controlling clutch pressure becomes increasingly challenging.
Normal shifts happen seemlessly where gearbox keeps engine Rpm in the zone for it to run well.
Normal gearbox shifts keeps engine running around 2000Rpm with great ability to rev up. It can readily hang on to 2nd, 3rd and 4th gears as needed.
Shifts can easily be delayed by throttle pressure to Rev up engine much higher.
Throttle doesn't need to be floored to redline. It can easily control consistent shifts at 2500, 3000, 4000 ... awesome driveability control by accelerator pedal.
This precise throttle is made possible by self-adapted matching fuel maps. Chaos makes Rpm control uneasy to challenge tranny.
If you recognize your tranny is struggling, take it easy with your high-power shifts. Deal with engine conditions.
Last edited by CaliBenzDriver; Apr 25, 2025 at 03:00 PM.
Generally, I have not heard good things about a TCU tune. The good thing about adding Agility/Sport+ mode is that you are not "tuning" anything; just enabling a factory feature.
I really don't understand your FOMO comments about missing out on power.
I am with you about Agility/Sport+ mode. Granted I have only driven the care twice in that mode but I am enjoying it.
From my understanding is that the torque limits are lower than what the (tuned) ECU can provide within the first 3 or 4 gears, so the TCU tune would raise the limits in earlier gears. Now, I have definitely read conflicting information about TCU tunes so I am taking my time making the decision. Here are a few blurbs from various reputable tuners on TCU tuning:
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.
As far as using it in this application….
