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You can't adjust the wastegate rods? I know it's frowned upon but in this case it might be worth a try.
That would be my first thought.
I have taken off many wastegate actuators and have had the wastegate welded shut or have had braces to hold the wastegate closed when switching to an EWG set up.
Seems like it would be pretty easy to rig up something that would be significantly cheaper than a new set of turbos.
Tasos posted a link to Kenney's video about the solenoid. It's reassuring that he's backing up this mod as he probably has some of the most hands on experience taking apart M157 engines. Wonder if he'll make his own video discussing it further.
Tasos posted a link to Kenney's video about the solenoid. It's reassuring that he's backing up this mod as he probably has some of the most hands on experience taking apart M157 engines. Wonder if he'll make his own video discussing it further.
Purely curious : How does he back it up - I don't follow him - does he say it's beneficial? Or did he just ask people to look at the video?
Last edited by PeterUbers; Dec 24, 2023 at 01:06 PM.
The data, and research everyone has done in regards to this seleniod has earned much respect from me for whatever that's worth. Everything about it makes total sense. Speaking to the man himself TASOS, and having a great conversation in regards to this mod. All I can say is you guys have added another valuable tip to this platform. Time is the only real evaluator and now that there's many more people unplugging this seleniod, we will see if time approves. Which I can't see any reason why it wouldn't. Stay tuned to tasos page as he will
be giving his take/opinion on this matter . Anything that helps provide better protection and performance to this platform is fantastic. So far this is looking good. The more data that can be provided from
anyone personal experience to this mod would be fantastic.
The data, and research everyone has done in regards to this seleniod has earned much respect from me for whatever that's worth. Everything about it makes total sense. Speaking to the man himself TASOS, and having a great conversation in regards to this mod. All I can say is you guys have added another valuable tip to this platform. Time is the only real evaluator and now that there's many more people unplugging this seleniod, we will see if time approves. Which I can't see any reason why it wouldn't. Stay tuned to tasos page as he will
be giving his take/opinion on this matter . Anything that helps provide better protection and performance to this platform is fantastic. So far this is looking good. The more data that can be provided from
anyone personal experience to this mod would be fantastic.
Here's my proof.
Decided to purchase a connector w/o pins, glued the openings shut with a piece of plastic.
Once warm, engine seems to be a bit snappier off the line. Temperatures, both oil and water seem to adjust faster.
2015 SL400 (M276 Turbo), 2014 C350 Sport (M276 NA), 2004 SL500 (M113), 2004 Audi TT225 (BEA)
Originally Posted by WANTED!!
Happy to report that since doing this last month my results have mirrored everyone else's. It still blows my mind that this component doesn't trigger a reduced power setting, but this is one of those times I don't mind being wrong.
It don't trigger nuthin, other than P06DA00 which Mercedes says to ignore.
I just did the mod and had a spirited drive home. The difference on my tuned E63 is amazing.
No more lurching throttle in S/S+/M when taking off, especially from a turn.
Throttle response is much improved, almost none of the mushy/lagged feeling like the car was searching for power before going abruptly.
Oil temps definitely rose to operating temperature faster and seemed to fluctuate less on the gauge, i.e. staying around 210-216F instead of dipping down when cruising.
My engine around the plug area was filthy, but no wet oil within the connector.
This is helpful information regarding the oil temperature. I’m also seeing the same temperatures with less fluctuation.
Same thing too with the filthy area around the connection port.
Just seen a video on this and some discussions and found this forum post.
I'd assume it should be the same for the M278? simply unplug it? I have a 2014 M278. Planning to put a stage 2 ECC Canada tune into it this spring. or I wonder if it can be altered somehow/controlled through vediamo/med177 file?
I seen that post about the company selling a metal oil filter housing cap with a pressure gauge in it. in my mind If i had or bought a spare one I don't see why you couldn't drill a hole in the plastic one in the middle of the hex and tap a pressure gauge into it. Only for testing purposes I would not run that day to day, but at idle or some rev's in the garage It should work just fine.
The plastic might contribute to leaks. An aluminum cap can be sealed better.
Sideways topic... Back in 2020 I asked on here and at several OBD2 module manufacturers regarding an OBD2 oil pressure PID for my 2012 E350 A207 m276 V6. I wanted to follow it using Torque Pro along with a custom set of Torque Pro gauges that i could display on my phone next to the dash.. However I was informed MB did not implement that in my car. After following this thread and understanding what MB and several other companies have done and designed for their engines, it is becoming crystal clear that the info fed to me at the time was correct. MB and other manufacturers no longer have oil pressure sensors or senders.. Any displayed "oil pressure" is something the ecu just calculates or reads from a static table based on eng temp, coolant emp, load, throttle position and rate of opening or closing, rpm, vehicle speed and prolly lots of other items either real from an actual sensor or again something calculated or read from a table.
Its just a house of cards, And as evidenced by the real impact of low oil pressure on many mechanical items, and exhaust items ( cats, o2 sensors, turbo waste gate etc) when bad it creats a bunch of drivability issues; Long term damage could also include accelerated wear of the cylinder bore coating leading to bore scoring. Prolly some hotshot lawyers are gonna find this and do a class action suit manufacturer by mannufacturer. I think they would be right to.
Someone on here should open an NHTSA case covering all MB models with this issue. Im willing to sign on if someone starts it.....
Again i reiterate my position to install a proper oil pressure sensor and get readings both cold start and during a drive run BEFORE unplugging the oil pump volume control solenoid. Then unplug it and do the same after cooling the car down overnight ..that way you have comparable data.
Last edited by WRC-LVR; Dec 24, 2023 at 05:58 PM.
Reason: fixed typo
Here's my proof.
Decided to purchase a connector w/o pins, glued the openings shut with a piece of plastic.
Once warm, engine seems to be a bit snappier off the line. Temperatures, both oil and water seem to adjust faster.
Hey those gauges are they using Torque Pro or OBDLink?
That is the correct location. I just removed the passenger side air intake duct for better access. Kinda hard to see because the intercooler is in front of it, but you can reach around the coolant hose and feel for it.
Maybe not much help, but I remove the connector and wrapped it with waterproof sealing tape and metallic HVAC tape, then tie wrapped it to the coolant hose. This is one the passenger side.
I don't know these cars well but both turbo's air blends together in the water to air cooler on the top of the engine. If you have low boost fault I'd be more inclined that its other issues perhaps. Yes your wastegate is loose/rattles but it is a common issue with these, however the drivers side turbo could in theory spin up more to help with the delay or under boosting of the passenger side turbo. (in theory)
I believe the wastegate rods are threaded, I'd look to back the nut off and get more pre-load on that rod if you can assuming its got a spring that holds it closed.
the car doesnt have the same push as it did before... it gets up to speed and drives fine. BUt u can sense that it doesnt have the umph
Sideways topic... Back in 2020 I asked on here and at several OBD2 module manufacturers regarding an OBD2 oil pressure PID for my 2012 E350 A207 m276 V6. I wanted to follow it using Torque Pro along with a custom set of Torque Pro gauges that i could display on my phone next to the dash.. However I was informed MB did not implement that in my car. After following this thread and understanding what MB and several other companies have done and designed for their engines, it is becoming crystal clear that the info fed to me at the time was correct. MB and other manufacturers no longer have oil pressure sensors or senders.. Any displayed "oil pressure" is something the ecu just calculates or reads from a static table based on eng temp, coolant emp, load, throttle position and rate of opening or closing, rpm, vehicle speed and prolly lots of other items either real from an actual sensor or again something calculated or read from a table.
Its just a house of cards, And as evidenced by the real impact of low oil pressure on many mechanical items, and exhaust items ( cats, o2 sensors, turbo waste gate etc) when bad it creats a bunch of drivability issues; Long term damage could also include accelerated wear of the cylinder bore coating leading to bore scoring. Prolly some hotshot lawyers are gonna find this and do a class action suit manufacturer by mannufacturer. I think they would be right to.
Someone on here should open an NHTSA case covering all MB models with this issue. Im willing to sign on if someone starts it.....
Again i reiterate my position to install a proper oil pressure sensor and get readings both cold start and during a drive run BEFORE unplugging the oil pump volume control solenoid. Then unplug it and do the same after cooling the car down over m=night ..that way you have comparable data.
looking forward to ongoing empiric data as well as some standardized way of determining correlation/causation to engine damage from the implementation of this solenoid and its 2 stage oiling system
the anecdotal stuff here is exciting no doubt but as I said up at the beginning and as cifdig said as well... time and more data will tell. Sometimes there are unknown unknowns and while I doubt there is a blind spot here I'm always curious about it.
2015 SL400 (M276 Turbo), 2014 C350 Sport (M276 NA), 2004 SL500 (M113), 2004 Audi TT225 (BEA)
Originally Posted by WRC-LVR
Someone on here should open an NHTSA case covering all MB models with this issue. Im willing to sign on if someone starts it.....
This condition is not a NHTSA type issue. The car is functioning as designed and built, and is not causing a safety issue. And, so far, I don't think the two-stage pump has been proven to cause engine damage or failure, just anecdotal claims (and solid analysis). I think it would be a hard battle to get the NHTSA to pick up the baton on this.
However, if the situation gets enough attention, Mercedes could be persuaded to easily fix the problem with a software update that essentially turns the solenoid off forever. There is no need for a manufacturing change other than maybe deleting this solenoid and plugging the hole for future engine builds.
Unplugging my solenoid today!
Thanks to all who contributed to this.
> Thank you! Enjoy your engine working as intended to experiment cancelling one of its chaos factors.
Normal oiling will boost VVT performance, restore pistons longevity near normal and reduce associated heat damages.
> Go easy for the next 1500.Miles ie. below 4k.Rpm... enjoy engine transformations while better ECU/TCU timings are being adapted.
These state of the art computers tune themselves to perfection based on target rules and historical maps.
Latencies and hesitations are caused by the hardware environment alone. The adaptive firmware can only mask so much. TCU is great machine with an offending interface.
> The first day will be amazing AND every one of the next 30 will be even more so UNTIL when you reach the Pinnacle: turbo-like rush from 900Rpm.
The new normal?
Last edited by CaliBenzDriver; Dec 24, 2023 at 08:53 PM.
Tasos posted a link to Kenney's video about the solenoid. It's reassuring that he's backing up this mod as he probably has some of the most hands on experience taking apart M157 engines. Wonder if he'll make his own video discussing it further.
Imola, thank you for digging this up
Where is the source link to that Tasos video? I looked up and down his YT production and can't find it...
I will be delighted if we can humbly teach Master Tasos a single thing he didn't already know - He has given us so much knowledge in all these years.
Efcharistó
He deserves enlightenment.
Last edited by CaliBenzDriver; Dec 24, 2023 at 08:21 PM.
Where is the source link to that Tasos video? I looked up and down his YT production and can't find it...
I will be delighted if we can humbly teach Master Tasos a single thing he didn't already know - He has given us so much knowledge in all these years.
Efcharistó
He deserves enlightenment.
i spoke with him today . With in the next couple of days he will explain his take . Ultimately he agreed with this thread.
Where is the source link to that Tasos video? I looked up and down his YT production and can't find it...
I will be delighted if we can humbly teach Master Tasos a single thing he didn't already know - He has given us so much knowledge in all these years.
Efcharistó
He deserves enlightenment.
Go to Tasos' channel and it's under the Community tab
Enjoy our experimentations to desolve unnecessary chaos.
+++ I hope no one forces BOSCH to further refine this dual rate control with the adition of security layer to prevent us fixing it. A simple limp-mode would screw us.
Last edited by CaliBenzDriver; Dec 24, 2023 at 10:33 PM.
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.
