SEC 600 V12 2dr COUPE (RHD) One of the chosen few.
Anyone know how to reset the adaptive without going to the stealers?
As long as there is and EEPROM to remove and read, i do not see any issues.
I still have a couple of programs that might disassemble the dinosaur code used in the LH Jetronic and the recompiling of a new BIN.
Once the old code is disassembled the the new code can be written in place and flashed onto new EEPROM. Theres a very good chance the we could tweak the code and even add a lean burn code under cruise for better fuel mileage and we could also code in multiple maps to be picked by a selected input such as TPS by depressing the throttle a certain number of times to pick the selected map.
This is just a few ideas on paper, once theres a BIN file theres a lot more we could mess with.
yes sadly i had a lot of first hand experience tuning my 98 Eclipse GSX that i had a lot of bolt ons, but i was using a similar method using the ostrich as an emulator to get a the proper tuning before burning the proper EEPROM.You sound quite knowledgeable on this subject - how realistic does doing this seem and what are the risks?
OKI did read that there was an update onto the ECU via WIS but this cannot be verified unless i go back through all the stuff I have.. Adrian your theory seems to hold water.. do you need a ecu chip to get it started.. I was thinking along the same lines ..What I would like in an Ideal world would be like this..
1.. run twelve at startup to get to temp..=after the air pump stops.. the drop to 4, but aternate the 4 every 500 revs so that you dont get wear or heat build..( need to think about how the Lambda sensor will behave. with an air rich exhaust.).
2.. all 12 when you put your foot down to accelerate.. then 6 when you get to cruise speed at a per determined.. again alternate the 6 every 1000 revs to keep a even temp in the block.
then back to 4 when you are at lights or in very slow traffic..
just to let you know the price here is going up by the day.. it is now £[email protected] 2$=2.50 per Liter.. my tank is 100 liters ..$250 + to fill up.. soon the petrol will be worth more than the car.. Let me know if I can help in any way...
It can.. and ..it willlDid anyone consider running only 4 cylinders on long distance drives.. (or 6 on V12) same way its one that new 300C (with hemi V8) i wonder if there would be way of disconnecting 4 injectors and plugs so you end up with kind of V4 engine (and have them possibly rotating so you dont have always the same cylinders switched off)
Is this a insane idea on W140 or could it be done?
DOD (Displacement On Demand) is a good idea, but it will require a 2x10 table and quite a bit of coding for it to work properly.It can.. and ..it willl
Here I go again, spoiling all the fun ;-)Did anyone consider running only 4 cylinders on long distance drives.. (or 6 on V12) same way its one that new 300C (with hemi V8) i wonder if there would be way of disconnecting 4 injectors and plugs so you end up with kind of V4 engine (and have them possibly rotating so you dont have always the same cylinders switched off)
Is this a insane idea on W140 or could it be done?
Here a description for at least the later LH and HFM cars;Anyone know how to reset the adaptive without going to the stealers?
I don't see the need to turn off the spark because with the injector off there isn't going to be an ignition event with out any fuel in the cylinder. and it would be a pain on earlier cars that have a distributor.Merc600sec said:Adrian I don't think you need to turn off the spark or the valves .. just the injector pulse..I have two chips I could donate.. I also could find out if there is one with more ram...The lamda sensor could be done with a slow memory release.. hold the optimum and feed that to the control input..with some soft of indication on the dash...How about a Via nano or similar to run it ?? display and everything ???
Thats the flow issue i was talking about earlier.Syljua said:The real saver of such a system (6%-20%), is to let the non-active cylinders be completely out of the loop cycle.
Since that involves not only cutting spark and fuel, but also intake and exhaust valves, I think you will have a hard time modifying the M119 and M120.
Obviously, you have great knowledge on this! Can you please explain;Thats the flow issue i was talking about earlier.
even though not necessary to disable the inactive cylinders, it would be even more complex to do it with rolling code to alternate the cylinders being dropped that would mean each cylinder would require a separate hydraulic controller to cut oil pressure to the lifters so they would collapse and would prevent the valve from opening, and also a high volume/pressure oil pump to meet the new needs of such a system.
Obviously, you have great knowledge on this! Can you please explain;
if you do not try to eliminate the "pumping loss" part of the system,
will you gain any advantages at all?
As an programming feat, surely impressive task to reverse engineer
and make it work, but will it be any better than 500
Mercedes engine engineers did at the time?