Category: Mercedes Motoren Forum

Hello together, I have seen last days an area on television where a tuning forge equipped a car with relatively little effort with a compressor and thus achieved a considerable increase in performance. Here the question arose to me whether there is also such a thing for diesel engines or whether it is technically useful to do such a thing. From the working prince the diesel works anyway with air surplus so it could not hurt if this is still increased or? Thus in connection with a chiptuning a quite massive increase in performance could be achieved after all. Natürlcih can zb the injectors worked only up to their maximum injection quantity etc…. is also so far only theory. Mfg Mario

Many of you know the problem with the oiling air intake of the OM642 which is a classic misconstruction for me. The T-piece made of silicone, that there is now also in the turbo center, however, has in addition to the very good sealing also a disadvantage. Specifically it is about the air turbulence, once at the transition from antler to a T-piece and on the other hand at the air entrance to the turbocharger where on edges said turbulences result the flow technically undesirable are. An opponent of the T-piece pointed me to this problem long time ago and thus also motivated my ambition to find a solution. The solution is now installed and is as I find better than the original, since there are no more turbulences and yet everything is dense by the further use of the T-piece, which Mercedes unfortunately did not get. Just look at it.

Hello MB friends, with my OM642 (V6 3.0 280CDI) I can hear a clacker on the left 3 cylinders. When the bonnet is closed you can hear it relatively isolated on the left wheel box. An irregular noise. Was today at the ADAC test bench (free axle measurement, brake and spring test) in Stuttgart and there the technician said it sounded so mechanically / metallic that it could be a hydro-punch. With a friend I had thought that I could hear this noise too, but will listen more closely next time. Can another V6 diesel driver tell me something similar or problem solutions? MfG

Since in the Mercedes B-Class -W 247 forum I have unfortunately received nothing or not detailed answers to my question I ask my question again in the hope of a competent answer: “The meanwhile no longer built B 220 was equipped according to the technical data with the same engine ( Motor Model M 260,920 ) as the B 250. However, this engine in the B 220 has a specified power of 190 hp and in the B 250 of 224 hp. My question to the Mercedes engine connoisseurs: Does the additional power of the B 250 result alone from another software in the engine control unit or do the engines in the two models differ also by different motor hardware components?” For an answer which answers my question in a factual way I thank in advance.

Hello, I have been a proud owner of a GLS 500 since a short time. I would like to drive this car like my previous at least 10 years and 300T km. Now I have the opinion that engines should be extended after a nice warm ride. Of course I do not talk about constant driving in the limiter, but 3/4 of the speed range I have always used. And that’s exactly what I can hardly do with the 9-speed automatic. That keeps the speed always extremely low, the engine dumps constantly somewhere between 1300-1600 revolutions, although the red range only starts at 6200. Even with fast driving it is already switched up at 2000. On the highway at 180 it is hardly more than 2000. Now you can read everywhere that gasoline direct injections tend to be coked anyway, now I wonder if these extremely low speeds do not accelerate these deposits yet. Because under normal circumstances you can not drive this engine with this transmission so easily. Of course you could switch it manually etc. but I think most people will not pay attention to this. How is your opinion about this? I might not have any problem with my attitude and I don’t want to get rid of it!

HELP Hello guys,I have a big problem: My car W210 Bj 1998 300 TurboDiesel, bought three weeks ago ! I have torn down there two glow plugs (absolutely burned down ). Everything already tried, now only head comes off and drill out into question. Have so far everything that was on the outside unscrewed, (except diesel pump and the two gas dampers/spanners ?) and the yl head cover off, now I stand there BUT what I have to pay attention to UNBEDING, do not want to destroy any more, someone can help me with a instruction + instructions for Zyl.kopf ab+baut ? The yl head completely detachable is probably not possible with my ? i.e. camshaft, valves, control chain out everything ? Have there really cuffs before, but must run again … Do I have BEFORE I start turning the engine into a certain position ? Marking on gears, steering chain, etc. ? What can I not adjust ? Would be really happy if someone can give me help.

What do you think about the SL 600?? book here vacation, so I earn money for my SL 600 MfG

Is someone able to use it? have a c220d and in 2004 the tax will be increased again. I wonder if you get so much. but what does it do and is it good for the motor for life, bad or no matter???

Hello Forum Have a Benz w123 JG.83 300TD 88PS. My termostat doesn’t open, even for trailer operation, or highway ride. Have new termostat installed. Lower cooler hose always cold. Cooler is not clogged. It may be that the small water circuit does not become >90 degrees and my termostat never has to open. Car does not get too hot. Thank you Martin

I’ve heard of the above problem before, triggered by blocking command rail pump. Who can say anything about it? Thank you.