I know that a couple folks are trying a work around to get the cars into dyno mode and it's peaked my interest.
I've arranged to have one of our Mercedes shop foremen plug into my SRT to see what can be done. Assuming it works, I've got a few things I'd like to try.

1) does it completely disable ESP/BAS/ABS/ETC or do those functions still work.
2) will the vehicle stay in dyno mode after multiple restarts.
3) can we map the steps necessary and repeat them on a hand held scanner instead of the Mercedes diagnostic equipment.
4) are there any visible indications when the car is in dyno mode.

HDDP: do you want ESP to remain active in it's reduced "off" mode or would you prefer it to be disabled?

What other things would you guys care to look at?

 

ASFAIK 'dynomode' on the MB cars is a temporary mode that is reset after the ignition is cycled. The visible indication is the word 'dynomode' (or similar) on the multimode dash display, which we don't have!
HDDP has done more in depth research on this than me and he had it confirmed by more than one MB tuning specialist (at least to their knowledge) that there is no way of entering 'dynomode' from the DRBIII etc. If you find a way then that's fantastic, but somehow I think you may draw a blank.

 

funny thing is that FEETS just sent me a private message stating that he has now become a Kleeman dealer... LOL

 

Sorry, I was just trying to help.

Take a look at their site: http://www.kleemann.dk/site/Main/finddealer/nsa

That's us. I thought you might like to have another source for stuff. We're not on commission. I kinda wish we were. We sold over $2,000,000 in parts last month alone. We're also a popular stop for the Classic Mercedes owners and offer wholesale prices on parts to the Mercedes club members.

I was only trying to help.

kalexander@parkplacetexas.com

 

Feets: if Kleeman is such a great company, why are you talking about foraging parts from an SRT6 to install a SC instead of buying the kleeman SC system ?

Seems kinda funny that you're on this forum hocking kleeman's stuff, yet you don't have the interest to buy it yourself. Make up your mind... It's kinda funny. it's like your saying "hey i'll sell you some snake oil, but I'm not buying it for myself"...

 

I don't know that much about Kleeman. We picked them up last month. I was just offering to help if I could.
I've got an SRT and don't need to forage for parts. You sent me an IM a few months ago asked about the best way to combine a supercharger and 6 speed since the factory won't do it for us.
Sorry, I don't have any snake oil and usually run those guys out of the shop when I see 'em.
Working on salary means there's nothing in it for me if we sell something. I simply thought you might like to have another source for stuff.
Hopefully, the IM I sent you explained everything. I saw that someone else apparently took some of the forum members for a ride and that sucks. He needs to have some street style dental work done.

I've been over on Moparts.com for years and we tend to look out for one another. You've got to in the Classic Mopar world. Those Barrett Jackson auctions have really mixed up the hobby. I certainly understand people not trusting a newbie over here.

 

Cool, so since you guys have just become a Kleeman dealer, why don't you sponsor my car and provide me with their low boost blower. The best way to sell product is to have an independent user touting it's benefits.

I know that they have not sold one for a crossfire as of yet. This would be a good showcase for their product since I race the car with NASA.

 

I don't know that we can go that far but it seldom hurts to ask. I know our Porsche side sponsors a club racer by offering heavy discounts but I don't know if he gets freebies. it no doubt helps that the Porsche parts manager is also a racer. Believe it or not, our MB parts director is a PT Cruiser enthusiast but used to be a racer back in his day.

The low boost blower looked somewhat interesting when I read about it last night. Possibly a low cost alternative that you can build a pulley and intercooler for at a later date and still save lots of cash.

It's time to go play with the car in the shop. I'll let you know what we can find.

 

We tried messing with it tonight but didn't get anywhere.
The shop foreman that agreed to work on it ended up having to deliver a vehicle to a client. Another foreman told me that he'd get to it Friday or Saturday if Ruben wasn't able to do so. The third was MIA tonight and probably in the front building filling in for the service manager tonight.

One of the regular techs got into the car but didn't find what we're looking for.

This was the first time I've had my car in the shop with more than one or two techs around. They have been teasing me about driving my SLGay (SLK) but stopped teasing me after taking a good look at it. One of the senior guys tried talking a junior guy into getting one for his girlfriend. The guys ended up liking the car and I didn't hear any more SLGay comments afterwards.

I've told the shop foremen about HDDP's car and why there's an interest in a dyno mode. They feel sure that if there's anything interesting in there, they'll find it. We'll also try to corner the SPOM and see what he knows and if there's anybody at MB technical that can help.
Interestingly enough, I did get to speak with one of the MB trainers yesterday. He was one of the guys directly involved with the 170 chassis SLK launch. He really supported Chrysler's efforts and feels that the Crossfire has brought to market so much more than the original SLK did when it comes to style and price. Joining the others, he places the comparative failure of the vehicle squarely on marketing.

Anyway, we'll try again tomorrow or Saturday. It depends upon when the guys can get an opening in their schedules.

 

Thanks for your efforts to get this information, feets. Your professional connections should yield some interesting facts. We appreciate what you are doing and hope you are successful with this investigation.

 

OK, we got into the system this evening. Everything was fully accessible with the exception of the gear shift and *PING* the ESP. It saw the controller but we could not access it. It holds the secrets we're looking for. Getting into the engine controller was easy but it won't help us here.

I guess I'll have to use my Chrysler contacts and try to get into the system using their SDS.

I knew it was a long shot going into it. I've also got E-mails out to the SPOM and tech reps to pick their minds. Maybe we've still got a chance.

We know it can be fully disabled because they do it on the demonstration rides like the one I took in Arlington, TX.

 

Good work feets! Are you sure it is actually the ESP controller we access to and not the CAB and or ECU? Assuming you manage to get a way in and actually invoke the dyno mode, the next obvious question is will we be able to invoke it without having access to all the MB/DC diagnostic kit? There is nearly always a way to access features and diagnostic modes via an obscure combination of ignition and switch/control inputs but you need inside information to find out what they are.
I'm still looking at the speed sensor route but I think the pesky sensors are the variable pulse width current loop type which give a combined direction, air gap and speed signal. I'm still looking at their output trace and comparing it with various Bosch datasheets.

 

Good luck with that one... Andre' Amoyt is the engineer in charge of the Crossfire at DC in Detroit. He has no idea how to rectify this issue. He and I have had MANY conversations over the past year and his hands are tied because he told me that the German factory never provided many of the documents (specs) to DC here.

He didn't even have the full engineering specs for the engine so we could submit to SCCA for classification and had to request them from overseas.

I hope you make more headway, but I think we'll be hearing this story again and again...

 

I've been following this thread... I am on this thread for the complete ride Brother... stay after it, I can assure you without your help we are hard pressed to work this problem out... let us know Brother... hooah

 

I took one of their "thrill rides" at a demonstration event. The guys were really hammering on the cars and slinging them around far more than you can get away with by pulling fuses. The ESP fault light was on. They definitely worked around the system.
The general feeling is that the Chrysler guys don't have the full story on these little guys and what you've told me confirms it.
I do know that it's possible to remove/reset the speed limiters on MB cars. At the On Track at Texas Motor Speedway the SL65 and CL65 were both turning laps in excess of 170 mph. A magazine test a few years ago had the SL55 topping out at 196 mph on a limiter with (a little) rpm to spare.

Part of the plan was to map the way we got to dyno mode and see if we could get in with a hand held tool or leave it there through a restart.

This may very well be a futile effort, but I'm willing to fiddle with it to see where it leads.

 

We appreciate your work on this as well, three heads are better than one.

I just had a thought while reading your post. Woody, you may want to check me on this !

We both ONLY pulled the fuses that operate the ETC/ABS to allow the car to run on the dyno, albeit only to 5,000 rpm. But, I am now thinking that if the fuses that run the RPM & SPEEDO sensors were removed also, the car would have no reference as to the speed it was running.

If memory serves me, the RPM sensor is at the flywheel and speedo sensor is at the drivetrain. Both fuses are either in the ECU housing, or behind the headlight switch...

What's your thought Woody ? I don't have my service manual with me...

 

Hmm, I was mulling this over this morning whilst I was looking at the speed sensor signals. The trouble is the car seems to go in to its 'spoiler-up, 5,000 rpm limp home' mode as soon as you pop any significant control fuse. I was even though it might have something to with running on the dyno with the door not fully closed. I'll do some more tests on pulling other fuses tomorrow.
I've now got a handle on the speed sensor signals so will be making up a little board tomorrow to replicate the current signal they produce. They are quite sophisticated little devils that give 7mA or 14mA current pulses of varying width to indicate speed, direction and air gap - they are not the simple varying frequency AC type I was hoping they were. Since they are current rather than voltage devices it will be necessary to break into the sensor circuit rather than just run a signal into the input of the CAB. I'm now determined this car is not going to beat me.

 

I haven't dug into the 170 (SLK) and 193 (Crossfire) electrical systems very deeply. Perhaps I should start.

The M112 engine has both a crank sensor and cam sensor. Be sure you're reading the correct one.
Most tranny speed sensors on MBs read only the turbine input and output speed. Other sensors monitor pressure and then you've got the full solenoid pack. Communication is made through the cable connection with two white O rings that tend to leak. The left front wheel speed sensor is often used as a vehicle speed sensor.
Again, I haven't dug deeply into the 170/193 cars.
Did the speedometer read correctly during dyno runs? It may be looking at the output speed sensor and still function correctly on the dyno.

I'd be interested in spinning up a front wheel via electric motor while the car was on the dyno. It would require either a robust dual roller stand or a serious stand for the car to rest on as it moves around on the dyno.


*EDIT*
Something just came to mind. I don't know if it will help or not, but I can try digging around in the tech library at work and see what I can find on the SLK for a test or other obscure mode. We haven't hooked up to a SLK to try it on them either. If it works, it may give us a road map to use

 

Yes, the speedo read correctly on the dyno. It's driven off the transmission I believe. I definitely doesn't use the front wheel sensors though. I have driven around with them disconnected and the speedo works fine, but the spoiler comes up, the dash lights up and you get a 5,000 rpm rev limit.

Re - turbine speeds/solenoids etc. HDDP and I have 6 speeds not autos.

I am sure spinning up the front wheels would work. This is what I am trying to replicate electronically. I think it will be more practical - a 3" box with cables rather than two big electric motors and rollers etc. Should know more tomorrow.

 

oopsie! I forgot about the 6 speed thing.

On the rollers, that was an incomplete thought. I am wondering how close the speeds must be between the front and rear speed sensors to relieve the problem.
I wonder if there's not an easy way to mount a second set of speed sensors on the rear wheels.
When I converted the hot rod to EFI, I was going to need a second crank position sensor at an exact distance from the first. It was only firing half the engine because it was set up for a dual rotor RX-7.

I've got a machine shop at home where the garage used to be. Fabbing something up would be no biggie but I haven't taken the wheels off the car yet.

*another stinkin edit*
After a quickie stick-the-head-under-the-car looksie it seems the exciter ring is close to the boot retainer and spindle. It'll be tough to sneak another one in there without altering the spindle. Stinkin Mercedes.