270cdi, boostsensor, amg injector,chip/map,,,,
270cdi, boostsensor, amg injector,chip/map,,,,
I have a 2004 G class with 270 cdi engine, 156 hp.
I wonder to chip tune it or re-map it.
But first maybe change injectors to AMG C30 injectors ?
Plug the EGR and maybe change the boostsensor from 3 bar to 4 bar? Will this trick the engine to boost more ?
Later maybe change to turbo from 320cdi ?
Lots of question here, thanx for helpful info
Gwagen 460, om606.962. 722.6 Ole Fejer controller++
Gwagen 463, shitty 603,,,,at the moment,,,
Gwagen 463, 270cdi
Hey, can anyone advice me a litle,,
I have a 2004 G class with 270 cdi engine, 156 hp.
I wonder to chip tune it or re-map it.
But first maybe change injectors to AMG C30 injectors ?
Plug the EGR and maybe change the boostsensor from 3 bar to 4 bar? Will this trick the engine to boost more ?
Later maybe change to turbo from 320cdi ?
Lots of question here, thanx for helpful info
Gwagen 460, om606.962. 722.6 Ole Fejer controller++
Gwagen 463, shitty 603,,,,at the moment,,,
Gwagen 463, 270cdi
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www.elbe.ee - MB performance parts.
Make strong tune. It helps a little. But this engine is weak for g-wagen anyway.
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www.elbe.ee - MB performance parts.
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Ex: 525tds 130kW, C250TD 160kW, E320CDI 200kW, ML400CDI 230kW, A6 R5TDI 130kW
Now: Q7 V8TDI 240kW, 320d 150kW, 335d 210kW
With right mods it will make smooth 200kW/600Nm so I doubt its that weak, surely not compared to laggy 606 with truck turbo.
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Ex: 525tds 130kW, C250TD 160kW, E320CDI 200kW, ML400CDI 230kW, A6 R5TDI 130kW
Now: Q7 V8TDI 240kW, 320d 150kW, 335d 210kW
The rod bearings tend to rotate, not only in the 612, but the 611 too(613 should be too) valves springs are week in the intake side,
Head gasket burns easily, but that can be corrected , injector wells leak , HP pump is not suited for too much output, cooling system small,
and some other smalish things , but a 612D29 is a diff story....
starynovy , one question u use to tune this electronic things , how do u manage to keep the EGP under control once the EGR is disabled? or u dont disable EGR?
thanks.
FD,
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Its week , i know that in first hand...at least in the 612 engine family
The rod bearings tend to rotate, not only in the 612, but the 611 too(613 should be too) valves springs are week in the intake side,
Head gasket burns easily, but that can be corrected , injector wells leak , HP pump is not suited for too much output, cooling system small,
and some other smalish things , but a 612D29 is a diff story....
starynovy , one question u use to tune this electronic things , how do u manage to keep the EGP under control once the EGR is disabled? or u dont disable EGR?
thanks.
FD,
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Im probably getting amg c30 injectors from dieselmeken soon and then a mapping togheter with another boost sensor I guess.
170-185 kw will be enough if its safe for this engine.
Its possible to buy chip that promise about 160 kw, but I feel chip is not as good as mapping and other injectors ?
Im not shure whats my engine code is, my vin is WDB4633231x146238.
Is it any way to secure the rod bearing ?
Thank you for your input barrote. Do you think my kw goal is reachable without taking the engine apart ?
Thanx for all help.
Gwagen 460, om606.962. 722.6 Ole Fejer controller++
Gwagen 463, shitty 603,,,,at the moment,,,
Gwagen 463, 270cdi
Thank you for info.
Im probably getting amg c30 injectors from dieselmeken soon and then a mapping togheter with another boost sensor I guess.
170-185 kw will be enough if its safe for this engine.
Its possible to buy chip that promise about 160 kw, but I feel chip is not as good as mapping and other injectors ?
Im not shure whats my engine code is, my vin is WDB4633231x146238.
Is it any way to secure the rod bearing ?
Thank you for your input barrote. Do you think my kw goal is reachable without taking the engine apart ?
Thanx for all help.
Gwagen 460, om606.962. 722.6 Ole Fejer controller++
Gwagen 463, shitty 603,,,,at the moment,,,
Gwagen 463, 270cdi
its possible so lock the bearings "old way" but if the problem is oil suplly, and egocentric movement of the rod, what can u do, rods need atention... and those are that kind where they make them in a single piece and then brake it with cryogenic technick, dont seem to strong...
the gasket goes by overheating, and so on...
FD,
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It had happened to me, in a almost stock engine , around 400000, with some abuse, but car is AUTO so what kind of abuse can u give to a auto car.
its possible so lock the bearings "old way" but if the problem is oil suplly, and egocentric movement of the rod, what can u do, rods need atention... and those are that kind where they make them in a single piece and then brake it with cryogenic technick, dont seem to strong...
the gasket goes by overheating, and so on...
FD,
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-------------------------------------------------------------------------------------------------------------------------
Ex: 525tds 130kW, C250TD 160kW, E320CDI 200kW, ML400CDI 230kW, A6 R5TDI 130kW
Now: Q7 V8TDI 240kW, 320d 150kW, 335d 210kW
I dont know, we are making realiable 290PS from stock 611 with lowered compression. Fuel system is overhauled and runs 1700Bar. Maybe you had bad luck but I would never call inline common-rail weak or prone to failure. EGP is managed with opening of turbocharger vanes, I dont understand what do you mean with EGR-off course it is disabled, same as swirl flaps.
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Ex: 525tds 130kW, C250TD 160kW, E320CDI 200kW, ML400CDI 230kW, A6 R5TDI 130kW
Now: Q7 V8TDI 240kW, 320d 150kW, 335d 210kW
one problem i faced was too huge EGP with a GT23, even with vanes totally open, (in a 605) specially above 4.5k, one solution i found was to dampen some EGP out the EGR valve and it helped about 50hp and a lot more in high revs, but then the turbine quit , vanes turbine bearings everithing melt, back to design table, gt 23 repaired , but now i moved to sequential set up .... so i´m dampening the extra gas same way but is working in the big boy...
Its not working near perfect but, i belive the problem relies in the GT23 repair than the set up....
so in the 612/13 what do u experience(EGP) when u switch of the EGR, where are this mass flow goes, it flows through the turbine without problems ?(high EGP)
FD,
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Explain, CDI engines can swallow as much as 60% EGR , no doughts about that, expecially in the high fueling phase...
one problem i faced was too huge EGP with a GT23, even with vanes totally open, (in a 605) specially above 4.5k, one solution i found was to dampen some EGP out the EGR valve and it helped about 50hp and a lot more in high revs, but then the turbine quit , vanes turbine bearings everithing melt, back to design table, gt 23 repaired , but now i moved to sequential set up .... so i´m dampening the extra gas same way but is working in the big boy...
Its not working near perfect but, i belive the problem relies in the GT23 repair than the set up....
so in the 612/13 what do u experience(EGP) when u switch of the EGR, where are this mass flow goes, it flows through the turbine without problems ?(high EGP)
FD,
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yours should have a improved compressor , and ball bearing right?
For my setup i never had troubles since i got it bleeding some extra gas, boost remains in the 2 bar area or above, and then i wonder how it would behave in series with a big boy. works well but not that well
improvements are on the way...
FD,
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curious, where did u get the 2364V, i used to have a 2359 out of a 613.
yours should have a improved compressor , and ball bearing right?
For my setup i never had troubles since i got it bleeding some extra gas, boost remains in the 2 bar area or above, and then i wonder how it would behave in series with a big boy. works well but not that well
improvements are on the way...
FD,
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i belive mine stalls around 2 bar , engine shakes , but i never payed too much atention to it , maybe is the clutch or something else complaining ... once we start doing this matters , there are complainta everywhere....
FD,
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hhaha thats why u call it 64.... i have that too, mine is somewhat 63 the boy at the shop told me, he also said there´s a wider one like 66 or 68 , but it might be too laggy.
i belive mine stalls around 2 bar , engine shakes , but i never payed too much atention to it , maybe is the clutch or something else complaining ... once we start doing this matters , there are complainta everywhere....
FD,
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how do u have your control set ? do u use konstant MAP , as far as i know the 611 uses a gt20WG , if u use the ECU , could u explain the map parameters .
FD,
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yes , numbers match , despite u have a DI engine and i have pressure based control on konstant boost press.
how do u have your control set ? do u use konstant MAP , as far as i know the 611 uses a gt20WG , if u use the ECU , could u explain the map parameters .
FD,
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got it so u have something between the 611 and 646, right ?
anyhow the VGT maps have many parameters , they are not meant to produce max boost at any time, so the million dollar question for me, of course how did u change that to 3bar , just made a convention of the 1.5 bar? makes sense since u only want it to build boost right?
sorry my too many question , but i´m wondering around too many ideas ...
FD,
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ok ,
got it so u have something between the 611 and 646, right ?
anyhow the VGT maps have many parameters , they are not meant to produce max boost at any time, so the million dollar question for me, of course how did u change that to 3bar , just made a convention of the 1.5 bar? makes sense since u only want it to build boost right?
sorry my too many question , but i´m wondering around too many ideas ...
FD,
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