Oil pump solenoids
11-20-2023, 02:37 AM
#76
MBWorld Fanatic!
Join Date: Apr 2019
Location: Silicon Valley
Posts: 5,438
Received 3,369 Likes
on
2,241 Posts
MY'14 W212 M276 3.5NA @55kMi
11-20-2023, 02:59 AM
#77
MBWorld Fanatic!
Join Date: Apr 2019
Location: Silicon Valley
Posts: 5,438
Received 3,369 Likes
on
2,241 Posts
MY'14 W212 M276 3.5NA @55kMi
carbon rings...
I am not much of a cleaner guy.... I would treat carbon like cholesterol: you don't want to mobilize it to go plug a smaller passage.
You can be sure squirters will restore a healthy cylinder film, cool your pistons and clean some deposits gradually. The oil film will create a dynamic seal and reduce blow-by in undamaged cylinders. What ever scoring is present may get polished instead of deepened.
If you want to throw in a couple hundreds: I would schedule change of :
2x tensioners olders than 35kMi plus
2x upstream lambda older than 70kMi
4x Toasted leaky CPS ??
You can be sure squirters will restore a healthy cylinder film, cool your pistons and clean some deposits gradually. The oil film will create a dynamic seal and reduce blow-by in undamaged cylinders. What ever scoring is present may get polished instead of deepened.
If you want to throw in a couple hundreds: I would schedule change of :
2x tensioners olders than 35kMi plus
2x upstream lambda older than 70kMi
4x Toasted leaky CPS ??
11-20-2023, 04:34 AM
#78
Super Member
11-20-2023, 07:45 AM
#80
MBWorld Fanatic!
Thread Starter
Join Date: Jun 2020
Posts: 1,821
Received 651 Likes
on
448 Posts
04 E55 AMG (totaled), 07 S550 4Matic, 14 E63S
First cold start commute. Garage temps were low 40s, outside was near freezing, warmed up to 39F along the drive.
The cold start idle flare still seems to be less pronounced (I made a video and will post later). It did have a high idle for a while but everything it did seemed...less.
MCT still operating smoothly from cold start to warm. By the way, I want to amplify a previous comment. When I say MCT operation is smoother, I don't mean the actual engagement like as would be learned through adaptations. I mean the feel of the torque transfer, as it applies the clutches. I said "chatter" before but I think "shudder" is a more precise descriptor. That shudder is gone but the MCT overall acts the same as it did before. Although the increased engine smoothness gives a feeling overall of better MCT operation.
I don't know that I can say oil warmup is faster (it would be from piston spraying full time but without real piston temps during light load driving, there is no heat for the oil to absorb). But I might say it does a better job holding onto oil temp, and maybe not hanging as low during those higher speed/low temp/low load situations.
I think brake booster operation is improved. Cali mentioned this but for my car, I think the improvement translates to a more consistent (and perhaps higher) vacuum signal in the booster, at lower rpm. One of the many characteristics about these cars is when you come to a stop, things begin to get jerky, highlighted with each downshift, particularly 3-2, and 2-1. Well, the transmission shifting is a bit improved but before I think you also had a varying vacuum signal so the brake boost would be lower and then higher. This caused the brakes to bite harder on top of the transmission downshift. Now it's just the transmission part (and I do think transmission operation is better). Overall this is a better experience.
The cold start idle flare still seems to be less pronounced (I made a video and will post later). It did have a high idle for a while but everything it did seemed...less.
MCT still operating smoothly from cold start to warm. By the way, I want to amplify a previous comment. When I say MCT operation is smoother, I don't mean the actual engagement like as would be learned through adaptations. I mean the feel of the torque transfer, as it applies the clutches. I said "chatter" before but I think "shudder" is a more precise descriptor. That shudder is gone but the MCT overall acts the same as it did before. Although the increased engine smoothness gives a feeling overall of better MCT operation.
I don't know that I can say oil warmup is faster (it would be from piston spraying full time but without real piston temps during light load driving, there is no heat for the oil to absorb). But I might say it does a better job holding onto oil temp, and maybe not hanging as low during those higher speed/low temp/low load situations.
I think brake booster operation is improved. Cali mentioned this but for my car, I think the improvement translates to a more consistent (and perhaps higher) vacuum signal in the booster, at lower rpm. One of the many characteristics about these cars is when you come to a stop, things begin to get jerky, highlighted with each downshift, particularly 3-2, and 2-1. Well, the transmission shifting is a bit improved but before I think you also had a varying vacuum signal so the brake boost would be lower and then higher. This caused the brakes to bite harder on top of the transmission downshift. Now it's just the transmission part (and I do think transmission operation is better). Overall this is a better experience.
Last edited by kevm14; 11-20-2023 at 07:50 AM.
The following 5 users liked this post by kevm14:
alpinaturbo (11-26-2023),
CaliBenzDriver (11-20-2023),
PeterUbers (11-20-2023),
steh-fan (03-25-2024),
TomZVB (11-20-2023)
11-20-2023, 09:41 AM
#81
MBWorld Fanatic!
iTrader: (1)
Join Date: Nov 2016
Location: Maryland, United States
Posts: 4,524
Received 1,601 Likes
on
1,194 Posts
2015 SL400 (M276 Turbo), 2014 C350 Sport (M276 NA), 2004 SL500 (M113), 2004 Audi TT225 (BEA)
Interesting comment about tranny "shudder". 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 was with low oil pressure after all.
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 was with low oil pressure after all.
Last edited by JettaRed; 11-24-2023 at 02:42 PM.
The following 5 users liked this post by JettaRed:
CaliBenzDriver (11-20-2023),
juanmor40 (11-20-2023),
PeterUbers (11-20-2023),
steh-fan (03-25-2024),
TomZVB (11-20-2023)
11-20-2023, 12:43 PM
#82
Member
I am not much of a cleaner guy.... I would treat carbon like cholesterol: you don't want to mobilize it to go plug a smaller passage.
You can be sure squirters will restore a healthy cylinder film, cool your pistons and clean some deposits gradually. The oil film will create a dynamic seal and reduce blow-by in undamaged cylinders. What ever scoring is present may get polished instead of deepened.
If you want to throw in a couple hundreds: I would schedule change of :
2x tensioners olders than 35kMi plus
2x upstream lambda older than 70kMi
4x Toasted leaky CPS ??
You can be sure squirters will restore a healthy cylinder film, cool your pistons and clean some deposits gradually. The oil film will create a dynamic seal and reduce blow-by in undamaged cylinders. What ever scoring is present may get polished instead of deepened.
If you want to throw in a couple hundreds: I would schedule change of :
2x tensioners olders than 35kMi plus
2x upstream lambda older than 70kMi
4x Toasted leaky CPS ??
11-20-2023, 03:42 PM
#83
MBWorld Fanatic!
iTrader: (1)
Join Date: Nov 2016
Location: Maryland, United States
Posts: 4,524
Received 1,601 Likes
on
1,194 Posts
2015 SL400 (M276 Turbo), 2014 C350 Sport (M276 NA), 2004 SL500 (M113), 2004 Audi TT225 (BEA)
The harness extensions are cheap insurance. I've put them on both of my cars.
The following 3 users liked this post by JettaRed:
The following 4 users liked this post by Mojo20032004:
11-20-2023, 03:52 PM
#85
MBWorld Fanatic!
Thread Starter
Join Date: Jun 2020
Posts: 1,821
Received 651 Likes
on
448 Posts
04 E55 AMG (totaled), 07 S550 4Matic, 14 E63S
Nice and nice! Now go drive around and tell us the good news. Your car has 1/3rd the miles of mine but is very modded so I really don't know what you will experience.
11-20-2023, 04:42 PM
#86
11-20-2023, 06:33 PM
#87
MBWorld Fanatic!
Join Date: Apr 2019
Location: Silicon Valley
Posts: 5,438
Received 3,369 Likes
on
2,241 Posts
MY'14 W212 M276 3.5NA @55kMi
across the board
First cold start commute. Garage temps were low 40s, outside was near freezing, warmed up to 39F along the drive.
The cold start idle flare still seems to be less pronounced (I made a video and will post later). It did have a high idle for a while but everything it did seemed...less.
MCT still operating smoothly from cold start to warm. By the way, I want to amplify a previous comment. When I say MCT operation is smoother, I don't mean the actual engagement like as would be learned through adaptations. I mean the feel of the torque transfer, as it applies the clutches. I said "chatter" before but I think "shudder" is a more precise descriptor. That shudder is gone but the MCT overall acts the same as it did before. Although the increased engine smoothness gives a feeling overall of better MCT operation.
I don't know that I can say oil warmup is faster (it would be from piston spraying full time but without real piston temps during light load driving, there is no heat for the oil to absorb). But I might say it does a better job holding onto oil temp, and maybe not hanging as low during those higher speed/low temp/low load situations.
I think brake booster operation is improved. Cali mentioned this but for my car, I think the improvement translates to a more consistent (and perhaps higher) vacuum signal in the booster, at lower rpm. One of the many characteristics about these cars is when you come to a stop, things begin to get jerky, highlighted with each downshift, particularly 3-2, and 2-1. Well, the transmission shifting is a bit improved but before I think you also had a varying vacuum signal so the brake boost would be lower and then higher. This caused the brakes to bite harder on top of the transmission downshift. Now it's just the transmission part (and I do think transmission operation is better). Overall this is a better experience.
The cold start idle flare still seems to be less pronounced (I made a video and will post later). It did have a high idle for a while but everything it did seemed...less.
MCT still operating smoothly from cold start to warm. By the way, I want to amplify a previous comment. When I say MCT operation is smoother, I don't mean the actual engagement like as would be learned through adaptations. I mean the feel of the torque transfer, as it applies the clutches. I said "chatter" before but I think "shudder" is a more precise descriptor. That shudder is gone but the MCT overall acts the same as it did before. Although the increased engine smoothness gives a feeling overall of better MCT operation.
I don't know that I can say oil warmup is faster (it would be from piston spraying full time but without real piston temps during light load driving, there is no heat for the oil to absorb). But I might say it does a better job holding onto oil temp, and maybe not hanging as low during those higher speed/low temp/low load situations.
I think brake booster operation is improved. Cali mentioned this but for my car, I think the improvement translates to a more consistent (and perhaps higher) vacuum signal in the booster, at lower rpm. One of the many characteristics about these cars is when you come to a stop, things begin to get jerky, highlighted with each downshift, particularly 3-2, and 2-1. Well, the transmission shifting is a bit improved but before I think you also had a varying vacuum signal so the brake boost would be lower and then higher. This caused the brakes to bite harder on top of the transmission downshift. Now it's just the transmission part (and I do think transmission operation is better). Overall this is a better experience.
Remember that ECU/TCU are re-adapting to new improved conditions. You can tell already where things are converging towards... More power available from better combustion: idle to read-line.
Less uncontrolled heat spikes is the big winner. It's amazing how so many things were negatively impacted by amazing oil chaos. Even the damn brakes say thank you about vacuum.... imagine the TT wastegates then !!!
Right away we see improvements Give it 1000.Miles to have ECU/TCU populate new performance maps. ECU leads the changes and TCU adapts to what engine can do.
Looking forward to more test drive feedback.
> FORWARD BEWARE:
-- The one thing I can recommend for experimental testers is to NOT go backwards for fear debris may jam solenoid open thereby RIP engine on low pressure only.
-- So only go forward if you are confident with unknowns.
-- Of course you can plug back-in but I have no practical experience going that route.
The bottom line is the junk dual-rate oil pump valve is known to kill engines. That is old news.
Last edited by CaliBenzDriver; 11-20-2023 at 06:54 PM. Reason: ** Forward **
The following 2 users liked this post by CaliBenzDriver:
PeterUbers (11-20-2023),
TomZVB (11-20-2023)
11-20-2023, 06:55 PM
#88
Super Member
Idle revs feel more responsive as well, I also do have a throttle pedal tuner
Unfortunately my car will be going into winter storage in the next few weeks, so it won't be out untill sometime February, March. So that 1,000 miles relearn will happen next year
11-20-2023, 07:37 PM
#89
MBWorld Fanatic!
Join Date: Apr 2019
Location: Silicon Valley
Posts: 5,438
Received 3,369 Likes
on
2,241 Posts
MY'14 W212 M276 3.5NA @55kMi
15mn feedback
So in the 15 mile drive I did from baby sitter house to mine I noticed what seemed a quicker turbo spool as I can hear the renntech bov open upon releasing gas pedal alot sooner. Before not much noise until after 2700 or so rpm.
Idle revs feel more responsive as well, I also do have a throttle pedal tuner
Unfortunately my car will be going into winter storage in the next few weeks, so it won't be out untill sometime February, March. So that 1,000 miles relearn will happen next year
Idle revs feel more responsive as well, I also do have a throttle pedal tuner
Unfortunately my car will be going into winter storage in the next few weeks, so it won't be out untill sometime February, March. So that 1,000 miles relearn will happen next year
One has to wonder why nobody at Bosch, Daimler or MB-USA noticed any this ?
I am not holding my breath for a recall.
Other top US automakers use this design: Ford & GM... Perhaps they limit oil pressure only at idle the way this was intended originally.
Do you disconnect all batteries for winterizing?
11-20-2023, 07:42 PM
#90
Super Member
In 15mn you could tell it was night and day... I think reduced crankcase pressure is in it for something. Not just VVT + Squirters.
One has to wonder why nobody at Bosch, Daimler or MB-USA noticed any this ?
I am not holding my breath for a recall.
Other top US automakers use this design: Ford & GM... Perhaps they limit oil pressure only at idle the way this was intended originally.
Do you disconnect all batteries for winterizing?
One has to wonder why nobody at Bosch, Daimler or MB-USA noticed any this ?
I am not holding my breath for a recall.
Other top US automakers use this design: Ford & GM... Perhaps they limit oil pressure only at idle the way this was intended originally.
Do you disconnect all batteries for winterizing?
11-20-2023, 10:24 PM
#91
Newbie
Off topic, but I posted pics of the Sl 63 finally across the border, held in customs , Aug 22- October 8
I posted them in the new members checkin area of the blog.
thanks Jettared, enjoy your posts!
I posted them in the new members checkin area of the blog.
thanks Jettared, enjoy your posts!
The following users liked this post:
JettaRed (11-20-2023)
11-20-2023, 11:19 PM
#92
MBWorld Fanatic!
iTrader: (1)
Join Date: Nov 2016
Location: Maryland, United States
Posts: 4,524
Received 1,601 Likes
on
1,194 Posts
2015 SL400 (M276 Turbo), 2014 C350 Sport (M276 NA), 2004 SL500 (M113), 2004 Audi TT225 (BEA)
11-21-2023, 12:41 PM
#94
MBWorld Fanatic!
Join Date: Apr 2019
Location: Silicon Valley
Posts: 5,438
Received 3,369 Likes
on
2,241 Posts
MY'14 W212 M276 3.5NA @55kMi
quick progress!
Oil is then cooled through heat exchanger by temp regulated coolant.
All we had to do is circulate the oil around to pick up heat at hot spots anove idle rpm - Cooler heads are going to love this.
++++ BONUS: the cranking speed!
-- Here is your 200Miles free collateral bonus... notice how the engine now launches into idle when you crank as compared to before?
-- I attribute this increased ease of cranking to better lubricated parts vs. wedged-in pistons and dry cams.
-- The rattlesnake HPFP quiets down smooth in about 500Mi.
>> This is your engine saying thank you for good care!
++++ Different tack ++++Were you impressed with your tranny shifts... think there's room for 👍 ?
Last edited by CaliBenzDriver; 11-21-2023 at 02:44 PM. Reason: more goods
The following users liked this post:
sirrom223 (11-21-2023)
The following 2 users liked this post by sirrom223:
CaliBenzDriver (11-21-2023),
kevm14 (11-21-2023)
11-21-2023, 02:13 PM
#96
i haven't had time to look much into the ecu, but i did pull up a save med177 coding set from vediamo... its in German and contains abbreviation, i copy pasted the quick google translation
Its not blatantly obvious. i will open it in DTS monaco an see what the options are under these.
Reg.2 (212,218,231/M276LA 207,212,218-USA)
STAR2_architecture not a STAR2 architecture
Intake pipe switching. Intake pipe switching is not activated
Scavenging Scavenging not activated
Switching recommendation Switching recommendation activated
Shift ban_nur_DE Shift ban deactivated
Bad fuel Bad fuel not activated
Sulfur content Sulfur content low
Sensotronic_Brake_Control SBC (EHB) not installed
Sound_Design Sound design not activated
Auxiliary heater Auxiliary heater not installed
Start request_for_manual_gear_selection Start request. through gear selection limitation
Starter_Control_Unit_SCU SCU not installed
TSP_Sonde__not_for_M276LA_ TSP probe installed
TV_Korrektur_regelschw_LRHK TV-Korr. not activated
Tank tightness threshold _0.5mm leak test
Tank leak test Tank leak test activated
Tank leak test procedures DTESK and AAV
Tank regeneration pressure sensor_position sensor after check valve
Tank regeneration pressure sensor_type absolute pressure sensor
Tank control unit Tank control unit not installed
Tank volume SA larger tank volume
Temperature sensor_Ansaugluft_nach_DK Temp.sensor intake air to DK not installed
Tsoll_Fix_Waermemanagement Tsoll Fix no - heat management activated
Switching_characteristic_line_BFNSOL BFNSol1
VL_Regeneration_LA_Motors VL regeneration not active
Networking Networking Chassis / Powertrain
Vmax _240 km/h AMG 300 km/h
Vmax_rueckwaerts_RVmax Rvmax7 60 km/h
Front wheel circumference factor U2070 (V212/212AMG/218 AMG)
Transducer type Transducer4
Warm-up_three-stage Warm-up three-stage not available
Warm start line Warm start line active through MSG
Ignition coils_supplier__not_for_M276LA_ Bosch
Additional water pump_AMG AMG additional water pump not installed
Additional water pump_Getriebeoelkuehlung Additional water pump gear oil cooling not installed
Cylinder individual_Zuendwinkelverstell_ZWIND ZWIND activated
_2_Air conditioning compressor _2. Air conditioning compressor not installed
Coding string Hex.: 5A 5A 52 02 7A 41 73 6F 82 41 8D 58 54 0C 52 C3 81 21 04 01 10 22 03 21 05 C4 48 20 40 02
Coding service: 4.VCD_Explicit_Variantcoding
Fragment Values
Explicit_Coding?
Its not blatantly obvious. i will open it in DTS monaco an see what the options are under these.
Reg.2 (212,218,231/M276LA 207,212,218-USA)
STAR2_architecture not a STAR2 architecture
Intake pipe switching. Intake pipe switching is not activated
Scavenging Scavenging not activated
Switching recommendation Switching recommendation activated
Shift ban_nur_DE Shift ban deactivated
Bad fuel Bad fuel not activated
Sulfur content Sulfur content low
Sensotronic_Brake_Control SBC (EHB) not installed
Sound_Design Sound design not activated
Auxiliary heater Auxiliary heater not installed
Start request_for_manual_gear_selection Start request. through gear selection limitation
Starter_Control_Unit_SCU SCU not installed
TSP_Sonde__not_for_M276LA_ TSP probe installed
TV_Korrektur_regelschw_LRHK TV-Korr. not activated
Tank tightness threshold _0.5mm leak test
Tank leak test Tank leak test activated
Tank leak test procedures DTESK and AAV
Tank regeneration pressure sensor_position sensor after check valve
Tank regeneration pressure sensor_type absolute pressure sensor
Tank control unit Tank control unit not installed
Tank volume SA larger tank volume
Temperature sensor_Ansaugluft_nach_DK Temp.sensor intake air to DK not installed
Tsoll_Fix_Waermemanagement Tsoll Fix no - heat management activated
Switching_characteristic_line_BFNSOL BFNSol1
VL_Regeneration_LA_Motors VL regeneration not active
Networking Networking Chassis / Powertrain
Vmax _240 km/h AMG 300 km/h
Vmax_rueckwaerts_RVmax Rvmax7 60 km/h
Front wheel circumference factor U2070 (V212/212AMG/218 AMG)
Transducer type Transducer4
Warm-up_three-stage Warm-up three-stage not available
Warm start line Warm start line active through MSG
Ignition coils_supplier__not_for_M276LA_ Bosch
Additional water pump_AMG AMG additional water pump not installed
Additional water pump_Getriebeoelkuehlung Additional water pump gear oil cooling not installed
Cylinder individual_Zuendwinkelverstell_ZWIND ZWIND activated
_2_Air conditioning compressor _2. Air conditioning compressor not installed
Coding string Hex.: 5A 5A 52 02 7A 41 73 6F 82 41 8D 58 54 0C 52 C3 81 21 04 01 10 22 03 21 05 C4 48 20 40 02
Coding service: 4.VCD_Explicit_Variantcoding
Fragment Values
Explicit_Coding?
11-21-2023, 04:17 PM
#97
Member
Hope it’s okay that I’m posting this here…. If anyone wants an informative read on the history and makeup of hypereutectic cylinder bore coatings as well as an analysis on contributing factors for failure, I present the following article:
https://lnengineering.com/files/2019...er-Systems.pdf
When you get deep into it, constant lubrication is required especially for this configuration. Failures are attributed in part due to a lack of lubrication along with a reduction of zddp (zinc) and molybdenum (needed for zddp to bind to the aluminum). Blame stricter emission standard for this reduction. Start/stop algorithms also play a part (again, for emission reduction). This should drive home the need for constant oiling especially as low rpm boosted load (Very high torque) starts to really heat things up. It’s no wonder these engines are using oil and taking an early exit!
So what does this mean for our engines? Disabling that god awful idea of the oil control solenoid is a great first step followed then by more frequent oil changes, an increased viscosity oil that includes zddp, and a couple shots of Ceratec (moly). My car will be here in a few days and these items will be on the list of to-do’s as soon as it’s here.
**edited**
https://lnengineering.com/files/2019...er-Systems.pdf
When you get deep into it, constant lubrication is required especially for this configuration. Failures are attributed in part due to a lack of lubrication along with a reduction of zddp (zinc) and molybdenum (needed for zddp to bind to the aluminum). Blame stricter emission standard for this reduction. Start/stop algorithms also play a part (again, for emission reduction). This should drive home the need for constant oiling especially as low rpm boosted load (Very high torque) starts to really heat things up. It’s no wonder these engines are using oil and taking an early exit!
So what does this mean for our engines? Disabling that god awful idea of the oil control solenoid is a great first step followed then by more frequent oil changes, an increased viscosity oil that includes zddp, and a couple shots of Ceratec (moly). My car will be here in a few days and these items will be on the list of to-do’s as soon as it’s here.
**edited**
Last edited by TomZVB; 11-21-2023 at 04:23 PM. Reason: Clarity
11-21-2023, 04:20 PM
#98
Junior Member
I pulled the plug last night, drove to and from work today, didn't really notice throttle response change... MCT difference is definitely there, considerably smoother in all modes. A bit of latency removed from the MCT in manual mode as well, making it much more entertaining. Biggest observation though is under hood temps... Its only 70 deg F here in South Carolina, but many afternoons after coming home, I still pop my hood to cool the engine (I usually see oil temps around 215) Today I only saw 212 which is a negligible difference, but there was a stark difference under the hood, it simply is not radiating heat like it always does. This has to help with longevity in regards to plastics, etc.
11-21-2023, 04:22 PM
#99
MBWorld Fanatic!
Thread Starter
Join Date: Jun 2020
Posts: 1,821
Received 651 Likes
on
448 Posts
04 E55 AMG (totaled), 07 S550 4Matic, 14 E63S
Hope it’s okay that I’m posting this here…. If anyone wants an informative read on the history and makeup of hypereutectic cylinder bore coatings as well as an analysis on contributing factors for failure, I present the following article:
https://lnengineering.com/files/2019...er-Systems.pdf
When you get deep into it, failures are attributed to a lack of lubrication because of a reduction of zddp (zinc) and molybdenum (needed for zddp to bind to the aluminum). Start/stop algorithms also play a part. This should drive home the need for constant oiling especially as low rpm boosted load (Very high torque) starts to really heat things up. It’s no wonder these engines are using oil and taking an early exit!
So what does this mean for our engines? Disabling that god awful idea of the oil control solenoid is a great first step followed then by more frequent oil changes, an increased viscosity oil that includes zddp, and a shot of Ceratec (moly). My car will be here in a few days and these items will be on the list of to-do’s as soon as it’s here.
https://lnengineering.com/files/2019...er-Systems.pdf
When you get deep into it, failures are attributed to a lack of lubrication because of a reduction of zddp (zinc) and molybdenum (needed for zddp to bind to the aluminum). Start/stop algorithms also play a part. This should drive home the need for constant oiling especially as low rpm boosted load (Very high torque) starts to really heat things up. It’s no wonder these engines are using oil and taking an early exit!
So what does this mean for our engines? Disabling that god awful idea of the oil control solenoid is a great first step followed then by more frequent oil changes, an increased viscosity oil that includes zddp, and a shot of Ceratec (moly). My car will be here in a few days and these items will be on the list of to-do’s as soon as it’s here.
https://youtube.com/@themotoroilgeek...4PsYA5hHI1joEl
11-21-2023, 04:24 PM
#100
MBWorld Fanatic!
Thread Starter
Join Date: Jun 2020
Posts: 1,821
Received 651 Likes
on
448 Posts
04 E55 AMG (totaled), 07 S550 4Matic, 14 E63S
It's mostly below like 2,500 rpm or especially 2,000 rpm. Better, smoother, quicker response and less need for downshifts. It's ok if it isn't identical on everyone's car though. How about the idle?
The following 2 users liked this post by kevm14:
CaliBenzDriver (11-21-2023),
sirrom223 (11-21-2023)
