Category: Mercedes Motoren Forum

Hello dear community, I bought a Mercedes E350BT convertible with 252 hp in my dream equipment a few months ago. When buying a car, I always pay careful attention to the history and documentation – also in this case. According to Mercedes-Scheckheft (digital), the vehicle was maintained every year, from 2014 to 2021. The last service was carried out at almost 100,000 kilometers. In addition, I had a Mercedes employee print a damage report, the plausible The most recently reported mileage in 2022 was almost 120,000 kilometres. In addition, a sales advertisement from 2017 was in the documents, which comes from a Mercedes dealer and indicates a mileage of almost 40,000 kilometres. I thought everything was fine because the vehicle looked good and the equipment and the price were very good. That’s why I bought the vehicle privately. After a few months and 12.00 The engine indicator light (MKL) lit up 0 kilometres driven, although the vehicle was still running normally and had no problems. I directly connected a diagnostic device and read out the fault memory. In the error memory there is “U0100 – communication error with the motor control unit”… The main kilometer level at the first occurrence of the error is 442.352 kilometers. In addition, the battery voltage indicates 25,47 V. But should the charging current not be a maximum of 14,4 V? I h abe attached a photo. Can this be only a display error at the main kilometer level? Should I be seriously worried? The vehicle has now according to display 142tKm down.

Hello to the forum, for the current occasion I wanted to ask, who still has a damage to the steering drive of the V8 Biturbo? Probably all V8 biturbo of the engine series M 278/M 157 are affected. Symptoms: First rattles at cold start. Later rattles also in idle run. Remedy: With the M 157 a check valve is retrofitted in the oil channels of the cylinder head by Stuttgart (so the own workshop can not) in order to supply the chain tensioner optimally with oil. adjuster / chain tensioner to contain the rattle. Unfortunately, there are already M 157, which have already received several new chain tensioners despite the update. At less than 40,000km.

Hello together, with my ML 420 CDI W164 OM629 a leaky oil cooler was found. I would like to perform the repair independently. I have already informed myself extensively how extensive the repair is. In my opinion it is less expensive than with the 320CDI, since the turbo does not have to be removed :-). In this connection I would like to immediately the suction bridge, the suction tube valves, the AGR cooler, the AGR valves and all that I still get to disassemble and clean. Has anyone already made it independent? The following questions occurred in advance: – Which seals can/should be replaced on occasion? – Are there situations that will be used by a special tool? (Mercedes-specific, special screws, or inaccessible screws) – With what torque should the screws be tightened afterwards? – What must be taken into consideration during the dismantling/coupling? – Must the fuel system be ventilated before the first engine start? I would be pleased with any information.

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