Quote:
Originally Posted by 93Ford
I know the 648 has a lot more complicated electronics but i see a lot of them with high miles so they seem to be reliable. Plus i really like it being a DI engine vs the idi of the 606. The w211 seems to be a lot better quality car than the w210 as well. For staying under 400hp which would you choose.
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I'm just really confused with your direction on this project given the desire for a reliable daily-driver expressed here and in your other thread.
You do realize that anytime you embark on this kind of project its almost always at a certain 'cost' in terms of reliability and durability?
One of the reason I like Mercedes products is the blend of comfort, reliability, refinement and overall balances achieved through a myriad of engineering and systems integration issues. Mercedes engineers spend a whole lot of time, energy, effort getting the right balance juggling around the pros and cons of many different approaches to bring a product to the market that is a benchmark for other manufacturers.
When you start doing things like doubling the HP of the stock engine you're going to inevitably create issues in other systems that you have to correct. This starts to lead down the path of unknowns that are not generally conducive to reliability or durability.
Have you driven a W211 E320 CDI? Bone stock they have amazing levels of power and torque, why do you want 400HP? Just to mess around? Do you think your results will actually improve the overall car?
Off the soapbox for now....
The OM648 is an amazing engine and quite a jump up from the OM606 Mechanical setup. Common rail high pressure injection offers a level of fuel metering and precision that is unattainable in the older IDI engine setups that have their roots in technology originally developed in the 1950's.
The modern DI engines have fuel injection systems that actually have multiple injection events per combustion cycle. Think about that... the ECU can meter fuel into the combustion chamber to manage the desired fuel burn on a single injection event?
Contrast that with the older mechanical pumps that batch-dump one load of fuel into the chamber through a mechanical spring loaded injection advance timer. I always kind of smile when people freak out about timing their mechanical pumps fretting about where it should be 13.5 or 14.5 not realizing that the actual timing of the event is effected by a myriad of other things they have no control at all over like the actually opening pressure in the injector and the calibration of the injection timer.
Of course the huge downside to CDI engines are the levels of computer control. This is unavoidable and can be highly problematic if/when things go awry.
There are no free lunches I guess!
I'd advise you to find an E320 CDI and take it for a test drive - I'm guessing you'll think it has more than adequate power bone stock.