Thanks for revisiting the Oil Pump Solenoid discussion. To summarized previous comments from your other video, in the deactivated mode (disconnected OR above 3500 rpm), oil pressure rises according to engine speed -- it is not immediately 4 bar on startup. With the solenoid connected, the oil pressure rises according to engine speed, but is restricted to 2 bar until rpm reaches 3500. Then there is a sudden surge of full pressure at 4 bar. This non-linear jump in pressure (and therefore increase in resistance the oil pump experiences) seems like it would be more detrimental to the pump's longevity than allowing the resistance to increase smoothly in a linear fashion. Two key things to remember according to Mercedes own technical documentation, is that first the purpose of the two-stage pump is to improve fuel mileage, and secondly the DTC that is recorded with a solenoid failure (open circuit to ground) is to be ignored. Most engines will not illuminate the CEL, so only by chance is the DTC detected. If a failed or disconnected solenoid was a detrimental condition, Mercedes would not assume the liability of saying to ignore it. I have had the solenoids on both my cars disconnected for 8 months since November 2023. On my bi-turbo M276 3.0 liter engine, that has been for about 5500 miles. On my NA M276 3.5 liter engine, that has been for about 4600 miles. I am using Pennzoil Platinum Euro 5W-40 in both cars and have had no detectible oil consumption. I change my oil every 3000-5000 miles. I live in a temperate climate. For me, this is a good modification.
I'm running a ESS supercharger with their proprietary tune. Not sure how this may affect indicated temperatures. At cold start even when the car was stock the coolant indicated a minimum of 104F at start up. I have always known this was inaccurate particularly in cold weather. The takeaway I have Tasos is that the temperatures indicated by the instrument cluster is not an absolute measurement. I would like to understand why & how it could be more accurately calibrated.
Even with the solenoid plugged in, the ECU deactivates the solenoid on a cold start so wouldn't that mean that there shouldn't be any concern for unplugging the solenoid with cold oil if the ECU is achieving the same state with stock programming?
Would you think it would benefit unplugging solenoid on 3.5l naturally aspirated engine that has slow to build pressure (8 seconds) at cold start with 140k miles? With a good oil analysis report?
On a totally stock engine (i.e. oil pump solenoid plugged in), the oil pump will see high pressure if engine RPM/load exceeds certain limits. Granted you shouldn't be driving the engine hard on a cold start but again above a certain RPM (3500 seems typical) and load, the ECU will disable the solenoid. Furthermore, the mechanical relief will prevent oil pressure from going above a safe level. So I really don't understand the need to let the system work as stock until oil is warm.
The oil pressure relief valve it will not drop the pressure when the oil will be at 10 degrees vs 100 degrees because has different viscosity, even the spring of the relief valve it will act different at 10 degrees vs 100 degrees. Like i said for me there might be a problem until the oil temp reach 80 degrees.
@@TasosMoschatos You're going to have to provide some evidence that the oil pressure relief valve operates very differently with warm vs cold oil. It is going to react to pressure, and if the pressure is higher due to viscous, cold oil, it will open and relieve oil pressure sooner. If you are going to argue that at high RPM, with very thick oil, the relief valve could be overwhelmed (or similar), you need to state that. As far as I can tell, your comments and concerns about disabling the oil pump solenoid may apply due to the very thick oil you tend to run in these engines in your part of the world. In the US, most of us are running 5W-40, as specified by MB, and we do NOT have concerns about "too much oil pressure" when the oil is cold/cool. Furthermore, as I have already stated, the oil pump solenoid is disabled in a variety of circumstances with cold/cool oil in a totally stock configuration (i.e. plugged in). So that tells me MB has no concerns about oil pump stress during cold/thick oil conditions (at least with spec oil viscosity).
I can see what you are doing but it does not make any sense at all. I would have expected that the diagnostics coolant temperature and the cluster coolant temperature to be the same. Are you saying that if there is a sudden loss of coolant, such as a hose bursting, you don't have much time at all to stop since the readings on the cluster are not telling you the true values?
By the way, do your own test and answer to yourself. And yes what you see on the instrument cluster it's not correct about the coolant temp. The same thing happening with VW/Audi, BMW and so many cars from early 2000. Good morning
It is in the MB WIS , that the coolant temp at instrument cluster is set in what i call a WHITE LIE mode until 120C. I guess it is not scare people that MB MAP thermostat loves to raise coolant temp to 105C for the sake of fuel efficiency. Imagine driving a 500HP engine and wanting fuel economy ? Hello.... take a bicycle if u want to save fuel😂
Thanks for revisiting the Oil Pump Solenoid discussion. To summarized previous comments from your other video, in the deactivated mode (disconnected OR above 3500 rpm), oil pressure rises according to engine speed -- it is not immediately 4 bar on startup. With the solenoid connected, the oil pressure rises according to engine speed, but is restricted to 2 bar until rpm reaches 3500. Then there is a sudden surge of full pressure at 4 bar. This non-linear jump in pressure (and therefore increase in resistance the oil pump experiences) seems like it would be more detrimental to the pump's longevity than allowing the resistance to increase smoothly in a linear fashion.
Two key things to remember according to Mercedes own technical documentation, is that first the purpose of the two-stage pump is to improve fuel mileage, and secondly the DTC that is recorded with a solenoid failure (open circuit to ground) is to be ignored. Most engines will not illuminate the CEL, so only by chance is the DTC detected. If a failed or disconnected solenoid was a detrimental condition, Mercedes would not assume the liability of saying to ignore it.
I have had the solenoids on both my cars disconnected for 8 months since November 2023. On my bi-turbo M276 3.0 liter engine, that has been for about 5500 miles. On my NA M276 3.5 liter engine, that has been for about 4600 miles. I am using Pennzoil Platinum Euro 5W-40 in both cars and have had no detectible oil consumption. I change my oil every 3000-5000 miles. I live in a temperate climate. For me, this is a good modification.
So u don't think it will cause any harm to the oil pump over time as long as proper start-ups and early oil changes are done?
I'm running a ESS supercharger with their proprietary tune. Not sure how this may affect indicated temperatures.
At cold start even when the car was stock the coolant indicated a minimum of 104F at start up. I have always known this was inaccurate particularly in cold weather. The takeaway I have Tasos is that the temperatures indicated by the instrument cluster is not an absolute measurement. I would like to understand why & how it could be more accurately calibrated.
The fan pmw 10% is Off And 90% is maximum. That lower and upper spare 10% is for diagnostic
Even with the solenoid plugged in, the ECU deactivates the solenoid on a cold start so wouldn't that mean that there shouldn't be any concern for unplugging the solenoid with cold oil if the ECU is achieving the same state with stock programming?
Would you think it would benefit unplugging solenoid on 3.5l naturally aspirated engine that has slow to build pressure (8 seconds) at cold start with 140k miles? With a good oil analysis report?
On a totally stock engine (i.e. oil pump solenoid plugged in), the oil pump will see high pressure if engine RPM/load exceeds certain limits. Granted you shouldn't be driving the engine hard on a cold start but again above a certain RPM (3500 seems typical) and load, the ECU will disable the solenoid. Furthermore, the mechanical relief will prevent oil pressure from going above a safe level. So I really don't understand the need to let the system work as stock until oil is warm.
The oil pressure relief valve it will not drop the pressure when the oil will be at 10 degrees vs 100 degrees because has different viscosity, even the spring of the relief valve it will act different at 10 degrees vs 100 degrees.
Like i said for me there might be a problem until the oil temp reach 80 degrees.
@@TasosMoschatos You're going to have to provide some evidence that the oil pressure relief valve operates very differently with warm vs cold oil. It is going to react to pressure, and if the pressure is higher due to viscous, cold oil, it will open and relieve oil pressure sooner. If you are going to argue that at high RPM, with very thick oil, the relief valve could be overwhelmed (or similar), you need to state that. As far as I can tell, your comments and concerns about disabling the oil pump solenoid may apply due to the very thick oil you tend to run in these engines in your part of the world. In the US, most of us are running 5W-40, as specified by MB, and we do NOT have concerns about "too much oil pressure" when the oil is cold/cool. Furthermore, as I have already stated, the oil pump solenoid is disabled in a variety of circumstances with cold/cool oil in a totally stock configuration (i.e. plugged in). So that tells me MB has no concerns about oil pump stress during cold/thick oil conditions (at least with spec oil viscosity).
You don't understand the basics and I have to prove myself?
Believe whatever you want
Provide some evidence 🤣🤣🤣
that was good 👍
I can see what you are doing but it does not make any sense at all. I would have expected that the diagnostics coolant temperature and the cluster coolant temperature to be the same. Are you saying that if there is a sudden loss of coolant, such as a hose bursting, you don't have much time at all to stop since the readings on the cluster are not telling you the true values?
If the video you watch it doesn't make any sense regarding the temp readings then sorry i can't help.
By the way, do your own test and answer to yourself.
And yes what you see on the instrument cluster it's not correct about the coolant temp.
The same thing happening with VW/Audi, BMW and so many cars from early 2000.
Good morning
It is in the MB WIS , that the coolant temp at instrument cluster is set in what i call a WHITE LIE mode until 120C. I guess it is not scare people that MB MAP thermostat loves to raise coolant temp to 105C for the sake of fuel efficiency. Imagine driving a 500HP engine and wanting fuel economy ? Hello.... take a bicycle if u want to save fuel😂
I use Banks Gauge iDash to monitor actual coolant temp and many more with additional sensors. Thanks Tasos for the test using decade box🎉❤