'98 E300 TurboDiesel
'98 E300 TurboDiesel
12-04-2009, 06:28 PM
#1
This is my new(er) pride and joy.
![[Image: e300mack.jpg]](http://img3.imageshack.us/img3/7958/e300mack.jpg)
![[Image: e300grass.jpg]](http://img207.imageshack.us/img207/907/e300grass.jpg)
Black 1998 E300 TurboDiesel, ~213,000 miles on the clock.
- Black MBTex interior
- K&N Air Filter
- Catalytic or Trap-Oxidizor, or whatever they want to call it, removed
- Rocket Chip Stage 1 Tuning (+30 HP, +60 ftlbs approximately, if I remember correctly)
- Two tank WVO system (15gallon baffled aluminum tank, hot fox, heated filter, hose-on-hose, six-port valve, VegTherm)
Plans on the books:
- Stage 2 tuning
- H20/Methanol Injection
- Vogtland shocks/springs
This post was last modified: 12-04-2009, 06:29 PM by mtnewguy.
Hello Hello,
This is my new(er) pride and joy.
Black 1998 E300 TurboDiesel, ~213,000 miles on the clock.
- Black MBTex interior
- K&N Air Filter
- Catalytic or Trap-Oxidizor, or whatever they want to call it, removed
- Rocket Chip Stage 1 Tuning (+30 HP, +60 ftlbs approximately, if I remember correctly)
- Two tank WVO system (15gallon baffled aluminum tank, hot fox, heated filter, hose-on-hose, six-port valve, VegTherm)
Plans on the books:
- Stage 2 tuning
- H20/Methanol Injection
- Vogtland shocks/springs
12-05-2009, 12:10 PM
#2
W123 Mods: 4 speed ** manual climate control ** '85 Kalitucky intake ** manual windows & full tint ** Euro headlights retrofit w/bixenon projectors ** 4 brake light mod ** Vogtland 50mm drop front & Lesjofors S600 drop rear springs ** 16" rims ** late w126 brake spindles, rotors & calipers ** full suspension rehab ** Bilstein HDs ** AL129X alternator & 1/0 starter and charging cables ** 300GD clutch/flywheel ** AFCO 80103N radiator & Earl's 41610 oil cooler ** custom block-off plate, remote oil filter & t-stat ** MW IP w/ tomnik's 6.5mm 'Holly' elements **
S124 Mods: 400E Rear subframe ** SL600 Brakes ** Late 300E 210mm diff ** SLK230 6 speed ** 17" CLK rims ** Vented RF Fender ** Facelift Hood, Headlights, and Lower Cladding **
OBK# 62
SurfRodder
12-05-2009, 12:10 PM #2looks good man! Do you have any under hood pics?
W123 Mods: 4 speed ** manual climate control ** '85 Kalitucky intake ** manual windows & full tint ** Euro headlights retrofit w/bixenon projectors ** 4 brake light mod ** Vogtland 50mm drop front & Lesjofors S600 drop rear springs ** 16" rims ** late w126 brake spindles, rotors & calipers ** full suspension rehab ** Bilstein HDs ** AL129X alternator & 1/0 starter and charging cables ** 300GD clutch/flywheel ** AFCO 80103N radiator & Earl's 41610 oil cooler ** custom block-off plate, remote oil filter & t-stat ** MW IP w/ tomnik's 6.5mm 'Holly' elements **
S124 Mods: 400E Rear subframe ** SL600 Brakes ** Late 300E 210mm diff ** SLK230 6 speed ** 17" CLK rims ** Vented RF Fender ** Facelift Hood, Headlights, and Lower Cladding **
OBK# 62
12-07-2009, 10:51 AM
#4
1998 MB E300 - 194,000 miles. Current/future mods: 7.5mm pump elements, Holset HX40 Turbo feeding Eaton M90 supercharger through custom fabbed intake system. Aeroturbine muffler, scratch-built 4" stainless exhaust. EGR eliminated, ECM recalibrated, modified rack position feedback circuit. Porterfield RS brake pads, Bilstein sport shocks, VDO EGT, oil and boost gauges.
2000 Ford F250 - 150,000 miles. Current/future mods: DP Tuner 3 map chip, scratch-built high flow intake, high output IDM, open circuit fuel system, ball bearing turbo, South Bend full metal clutch, slotted and drilled rotors. Autometer Sport Comp EGT and boost gauges.
Cool, we have the same car...
1998 MB E300 - 194,000 miles. Current/future mods: 7.5mm pump elements, Holset HX40 Turbo feeding Eaton M90 supercharger through custom fabbed intake system. Aeroturbine muffler, scratch-built 4" stainless exhaust. EGR eliminated, ECM recalibrated, modified rack position feedback circuit. Porterfield RS brake pads, Bilstein sport shocks, VDO EGT, oil and boost gauges.
2000 Ford F250 - 150,000 miles. Current/future mods: DP Tuner 3 map chip, scratch-built high flow intake, high output IDM, open circuit fuel system, ball bearing turbo, South Bend full metal clutch, slotted and drilled rotors. Autometer Sport Comp EGT and boost gauges.
12-23-2009, 02:50 PM
#5
Did you do the cat removal yourself or did you get it like that? I want to remove mine in the near future.
Beers,
Matt
'07 W211 OM642
'95 W124.131/722.435, 211k - daily driver/Superturbo project - OM606.962 with "M" pump...under construction! (build thread here)
'99 W210.025 - gone, but not forgotten
'94 Dodge/Cummins - gone, but not forgotten
HoleshotHolset
12-23-2009, 02:50 PM #5It's good to see more W210/OM606.962 cars around here...
Did you do the cat removal yourself or did you get it like that? I want to remove mine in the near future.
Beers,
Matt
'07 W211 OM642
'95 W124.131/722.435, 211k - daily driver/Superturbo project - OM606.962 with "M" pump...under construction! (build thread here)
'99 W210.025 - gone, but not forgotten
'94 Dodge/Cummins - gone, but not forgotten
12-25-2009, 12:03 AM
#6
Also, I've lost the cord to connect my camera, so I won't be posting any engine pics until it turns up.
Did that myself. Dropped the whole exhaust system down, cut out the cat, and replaced it with a section of flex pipe. My dad has a '99, but he went a different route and just beat the insides of the canister to death and then put it back in place. The whine of the turbo is more prominent in my car than his, but I don't know if that is because of the thinner flex pipe material or the due to the tuning.
Also, I've lost the cord to connect my camera, so I won't be posting any engine pics until it turns up.
12-28-2009, 12:40 PM
#7
(12-25-2009, 12:03 AM)mtnewguy Did that myself. Dropped the whole exhaust system down, cut out the cat, and replaced it with a section of flex pipe. My dad has a '99, but he went a different route and just beat the insides of the canister to death and then put it back in place. The whine of the turbo is more prominent in my car than his, but I don't know if that is because of the thinner flex pipe material or the due to the tuning.
Also, I've lost the cord to connect my camera, so I won't be posting any engine pics until it turns up.
Thanks for the info. I have done the 'remove cat and beat into submission' version before on 3 different TDI's - only I jam a big pry bar in there and clean it out so that the can isn't all dinged up.
I'm lacking turbo whine with my car - definitely need to address that.
Beers,
Matt
'07 W211 OM642
'95 W124.131/722.435, 211k - daily driver/Superturbo project - OM606.962 with "M" pump...under construction! (build thread here)
'99 W210.025 - gone, but not forgotten
'94 Dodge/Cummins - gone, but not forgotten
HoleshotHolset
12-28-2009, 12:40 PM #7(12-25-2009, 12:03 AM)mtnewguy Did that myself. Dropped the whole exhaust system down, cut out the cat, and replaced it with a section of flex pipe. My dad has a '99, but he went a different route and just beat the insides of the canister to death and then put it back in place. The whine of the turbo is more prominent in my car than his, but I don't know if that is because of the thinner flex pipe material or the due to the tuning.
Also, I've lost the cord to connect my camera, so I won't be posting any engine pics until it turns up.
Thanks for the info. I have done the 'remove cat and beat into submission' version before on 3 different TDI's - only I jam a big pry bar in there and clean it out so that the can isn't all dinged up.
I'm lacking turbo whine with my car - definitely need to address that.
Beers,
Matt
'07 W211 OM642
'95 W124.131/722.435, 211k - daily driver/Superturbo project - OM606.962 with "M" pump...under construction! (build thread here)
'99 W210.025 - gone, but not forgotten
'94 Dodge/Cummins - gone, but not forgotten
12-30-2009, 01:46 PM
#8
Do you have any "droning" issues going down the highway? Seems like every straightpiped I6 diesel I've ever driven or otherwise experienced had a nasty drone to the exhaust note that made it difficult to sit in the cab for very long.
I commute about 500mi per week - so the car has to be somewhat civil.There's a few YouTube videos out there of a straightpiped W210/OM606.962 - I think they sound VERY nice that way.
Here's one: http://www.youtube.com/watch?v=_uaYuWXT0Kg
Beers,
Matt
'07 W211 OM642
'95 W124.131/722.435, 211k - daily driver/Superturbo project - OM606.962 with "M" pump...under construction! (build thread here)
'99 W210.025 - gone, but not forgotten
'94 Dodge/Cummins - gone, but not forgotten
HoleshotHolset
12-30-2009, 01:46 PM #8I forgot to ask about this before...
Do you have any "droning" issues going down the highway? Seems like every straightpiped I6 diesel I've ever driven or otherwise experienced had a nasty drone to the exhaust note that made it difficult to sit in the cab for very long. I commute about 500mi per week - so the car has to be somewhat civil.
There's a few YouTube videos out there of a straightpiped W210/OM606.962 - I think they sound VERY nice that way.
Here's one: http://www.youtube.com/watch?v=_uaYuWXT0Kg
Beers,
Matt
'07 W211 OM642
'95 W124.131/722.435, 211k - daily driver/Superturbo project - OM606.962 with "M" pump...under construction! (build thread here)
'99 W210.025 - gone, but not forgotten
'94 Dodge/Cummins - gone, but not forgotten
12-31-2009, 04:48 PM
#9
(12-30-2009, 01:46 PM)HoleshotHolset I forgot to ask about this before...
Do you have any "droning" issues going down the highway? Seems like every straightpiped I6 diesel I've ever driven or otherwise experienced had a nasty drone to the exhaust note that made it difficult to sit in the cab for very long.
I haven't noticed any significant change in exhaust note after removing the cat. I've been on several long hauls since removing it, and the sound was perfectly tolerable, as it was when stock. I'm planning to eventually have a larger diameter system made, and would be attaching a diesel performance muffler or some sort as opposed to be running it straight open.
Also, updates on the car. EGR is now electrically disabled, so assuming I've done it correctly there won't be any more exhaust gunking up my intake. Water and methanol injection system is also installed with a boost actuator. Hopefully this will keep the veg oil from causing pressurization of the crank case like it was doing in my dad's car.
(12-30-2009, 01:46 PM)HoleshotHolset I forgot to ask about this before...
Do you have any "droning" issues going down the highway? Seems like every straightpiped I6 diesel I've ever driven or otherwise experienced had a nasty drone to the exhaust note that made it difficult to sit in the cab for very long.
I haven't noticed any significant change in exhaust note after removing the cat. I've been on several long hauls since removing it, and the sound was perfectly tolerable, as it was when stock. I'm planning to eventually have a larger diameter system made, and would be attaching a diesel performance muffler or some sort as opposed to be running it straight open.
Also, updates on the car. EGR is now electrically disabled, so assuming I've done it correctly there won't be any more exhaust gunking up my intake. Water and methanol injection system is also installed with a boost actuator. Hopefully this will keep the veg oil from causing pressurization of the crank case like it was doing in my dad's car.
01-06-2010, 02:23 PM
#10
How did you go about disabling the EGR? I want to say someone else here on the forums did it as well - but I haven't seen which pins to use, component values and so forth.
SVO was causing pressurization of the crankcase on your Dad's OM606? Yikes. I'm curious why this happened...also curious to know why you feel water/methanol injection will help it out.
Again - great info - thanks for sharing!
Cheers,
Matt
'07 W211 OM642
'95 W124.131/722.435, 211k - daily driver/Superturbo project - OM606.962 with "M" pump...under construction! (build thread here)
'99 W210.025 - gone, but not forgotten
'94 Dodge/Cummins - gone, but not forgotten
HoleshotHolset
01-06-2010, 02:23 PM #10OK - thanks for the info. I wasn't sure if the thing would be obnoxious to drive after being straight piped.
How did you go about disabling the EGR? I want to say someone else here on the forums did it as well - but I haven't seen which pins to use, component values and so forth.
SVO was causing pressurization of the crankcase on your Dad's OM606? Yikes. I'm curious why this happened...also curious to know why you feel water/methanol injection will help it out.
Again - great info - thanks for sharing!
Cheers,
Matt
'07 W211 OM642
'95 W124.131/722.435, 211k - daily driver/Superturbo project - OM606.962 with "M" pump...under construction! (build thread here)
'99 W210.025 - gone, but not forgotten
'94 Dodge/Cummins - gone, but not forgotten
01-11-2010, 12:08 AM
#11
(01-06-2010, 02:23 PM)HoleshotHolset How did you go about disabling the EGR? I want to say someone else here on the forums did it as well - but I haven't seen which pins to use, component values and so forth.
I don't have the exact info handy, but I e-mailed my dad about sending me the diagrams and part info that we used while disable the EGR. I'm not big on electrical work, but the whole thing only took about an hour.
Quote:SVO was causing pressurization of the crankcase on your Dad's OM606? Yikes. I'm curious why this happened...also curious to know why you feel water/methanol injection will help it out.
We don't know why exactly these cars have are prone to this problem, but five or six around the internet with the same issue and they were all '98 or '99 E300's running SVO. We connected a pressure gauge to the dip stick opening on his car, and pressure would spike around 3500 RPM and climb until it blew oil out of the filler cap. We figured the pressure had to be from blow-by around the rings, presumably because they were stuck thanks to veg oil crud. After running about half a gallon of water through the engine at a continuous spray, the pressure never climbed even when running the engine at redline.
We're hoping now that having water/methanol inject intermittently (its on a boost actuated switch) will keep the rings from sticking again. Also, disabling the EGR seemed like a good choice. While running on SVO it would be feeding burnt and unburnt veg oil back into the cylinders, which could have been the cause or making at least making it worse.
(01-06-2010, 02:23 PM)HoleshotHolset How did you go about disabling the EGR? I want to say someone else here on the forums did it as well - but I haven't seen which pins to use, component values and so forth.
I don't have the exact info handy, but I e-mailed my dad about sending me the diagrams and part info that we used while disable the EGR. I'm not big on electrical work, but the whole thing only took about an hour.
Quote:SVO was causing pressurization of the crankcase on your Dad's OM606? Yikes. I'm curious why this happened...also curious to know why you feel water/methanol injection will help it out.
We don't know why exactly these cars have are prone to this problem, but five or six around the internet with the same issue and they were all '98 or '99 E300's running SVO. We connected a pressure gauge to the dip stick opening on his car, and pressure would spike around 3500 RPM and climb until it blew oil out of the filler cap. We figured the pressure had to be from blow-by around the rings, presumably because they were stuck thanks to veg oil crud. After running about half a gallon of water through the engine at a continuous spray, the pressure never climbed even when running the engine at redline.
We're hoping now that having water/methanol inject intermittently (its on a boost actuated switch) will keep the rings from sticking again. Also, disabling the EGR seemed like a good choice. While running on SVO it would be feeding burnt and unburnt veg oil back into the cylinders, which could have been the cause or making at least making it worse.
Greenwrench
Unregistered
09-10-2010, 01:28 PM
#13
(08-21-2010, 07:00 AM)dust I know this is an older post, but any updates on the water/meth? ALso, how much did the rocketchip tune cost?
Ogenki desu ka?
I am the "Dad" mentioned in above post. The Rocket Chip upgrade cost us about US$325.00 for each car. The guy who does business as "Rocket Chip" actually lives only about 30 miles from us, so we drove the cars to him. Takes him about an hour to remove the computer and replace two chips with new ones. Water injection is working great for me. My objective was to keep the rings clean and so far I've driven about 10,000 miles since installing the kit. The water pump is activated by manifold pressure so the pump kicks on at about 10 or 12 psi. That seems to be enough to keep everything clean. I'm running water in warm weather, water/methanol (windshield washer fluid) in winter. No real difference in performance but I do not have an Exhaust gas temp gauge. Exhaust temps are probably lower with water injection.
Greenwrench
09-10-2010, 01:28 PM #13(08-21-2010, 07:00 AM)dust I know this is an older post, but any updates on the water/meth? ALso, how much did the rocketchip tune cost?
Ogenki desu ka?
I am the "Dad" mentioned in above post. The Rocket Chip upgrade cost us about US$325.00 for each car. The guy who does business as "Rocket Chip" actually lives only about 30 miles from us, so we drove the cars to him. Takes him about an hour to remove the computer and replace two chips with new ones. Water injection is working great for me. My objective was to keep the rings clean and so far I've driven about 10,000 miles since installing the kit. The water pump is activated by manifold pressure so the pump kicks on at about 10 or 12 psi. That seems to be enough to keep everything clean. I'm running water in warm weather, water/methanol (windshield washer fluid) in winter. No real difference in performance but I do not have an Exhaust gas temp gauge. Exhaust temps are probably lower with water injection.
09-29-2010, 11:53 AM
#14
(09-10-2010, 01:28 PM)Greenwrench I am the "Dad" mentioned in above post.
Would you care to provide an electrical schematic for disabling the EGR?
Thanks,
Matt
'07 W211 OM642
'95 W124.131/722.435, 211k - daily driver/Superturbo project - OM606.962 with "M" pump...under construction! (build thread here)
'99 W210.025 - gone, but not forgotten
'94 Dodge/Cummins - gone, but not forgotten
HoleshotHolset
09-29-2010, 11:53 AM #14(09-10-2010, 01:28 PM)Greenwrench I am the "Dad" mentioned in above post.
Would you care to provide an electrical schematic for disabling the EGR?
Thanks,
Matt
'07 W211 OM642
'95 W124.131/722.435, 211k - daily driver/Superturbo project - OM606.962 with "M" pump...under construction! (build thread here)
'99 W210.025 - gone, but not forgotten
'94 Dodge/Cummins - gone, but not forgotten
09-30-2010, 08:59 PM
#15
![[Image: EGRDefeat.jpg]](http://i3.photobucket.com/albums/y71/kartek/Mercedes/EGRDefeat.jpg)
1998 MB E300 - 194,000 miles. Current/future mods: 7.5mm pump elements, Holset HX40 Turbo feeding Eaton M90 supercharger through custom fabbed intake system. Aeroturbine muffler, scratch-built 4" stainless exhaust. EGR eliminated, ECM recalibrated, modified rack position feedback circuit. Porterfield RS brake pads, Bilstein sport shocks, VDO EGT, oil and boost gauges.
2000 Ford F250 - 150,000 miles. Current/future mods: DP Tuner 3 map chip, scratch-built high flow intake, high output IDM, open circuit fuel system, ball bearing turbo, South Bend full metal clutch, slotted and drilled rotors. Autometer Sport Comp EGT and boost gauges.
This final EGR defeat schematic was refined by myself and others on the p-parts forum:
1998 MB E300 - 194,000 miles. Current/future mods: 7.5mm pump elements, Holset HX40 Turbo feeding Eaton M90 supercharger through custom fabbed intake system. Aeroturbine muffler, scratch-built 4" stainless exhaust. EGR eliminated, ECM recalibrated, modified rack position feedback circuit. Porterfield RS brake pads, Bilstein sport shocks, VDO EGT, oil and boost gauges.
2000 Ford F250 - 150,000 miles. Current/future mods: DP Tuner 3 map chip, scratch-built high flow intake, high output IDM, open circuit fuel system, ball bearing turbo, South Bend full metal clutch, slotted and drilled rotors. Autometer Sport Comp EGT and boost gauges.
10-01-2010, 06:43 AM
#16
(09-30-2010, 08:59 PM)E300TSC This final EGR defeat schematic was refined by myself and others on the p-parts forum:
Outstanding. Thank you!
Cheers,
Matt
'07 W211 OM642
'95 W124.131/722.435, 211k - daily driver/Superturbo project - OM606.962 with "M" pump...under construction! (build thread here)
'99 W210.025 - gone, but not forgotten
'94 Dodge/Cummins - gone, but not forgotten
HoleshotHolset
10-01-2010, 06:43 AM #16(09-30-2010, 08:59 PM)E300TSC This final EGR defeat schematic was refined by myself and others on the p-parts forum:
Outstanding. Thank you!
Cheers,
Matt
'07 W211 OM642
'95 W124.131/722.435, 211k - daily driver/Superturbo project - OM606.962 with "M" pump...under construction! (build thread here)
'99 W210.025 - gone, but not forgotten
'94 Dodge/Cummins - gone, but not forgotten
johnfordz
Unregistered
10-04-2010, 07:53 PM
#17
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