Thanks dude 😃👍

That's awesome I do have a TIAL style one to try just haven't got to it yet but thanks for confirming they do work on the facelift 👍. This is the issue all us pre facelift guys have the Bosch system is too simple to compensate for large adaptions, where as you facelift guys have the mildly better Siemens management which works so much better when over spinning the charger the MAF on the pre facelift just tops out straight away. 204hp is also extremely respectable for a 2.0 kompressor car what are your intake temps like with that 19,000 rpm?

@@M-oneeleven-M111 the Siemens is also s*** for tuning, that's the reason i change to EMU Black and to a turbo 😅 The intake temperatures are pretty much the same because i changed the intercooler for a slightly larger one Someone on Facebook mentioned that he could program the maf problems out of the Bosch ecu 👍

204 at wheels?

@@DooDicky At the crank, if it was on the wheels that would be awesome 👍😁

@@mijopuseljic525 do you think you could get 250 if you tuned it? 😀

hi the ECU is very sensitive and takes a lot of trial and error to set up, you need the valve to open quickly but it needs to close quite slow in comparison, when it closes too fast, it makes the ECUs boost cut misfire and layover, which sounds like the issue you are having, try slowing down the closing that should help it, but please don't expect a performance gain this is more something to help when the standard electronic valve is non operational, to achieve higher boost a pulley and ECU remap is required or standalone engine management. I hope this helps

Thank you haven't started making a these for sale yet, however you can build your own👍 all I have used to do this is 50mm vacuum actuated exhaust cut out valve from Amazon a simple 3mm piece of steel plate for the valve it's self. To regulate the valve as you saw in the video I have used just a cheap eBay universal 2 port manual boost controller. I hope this helps if not already please consider Subscribing 🙂👍

Sir can you explain a bit more about how you do, i dont really understand.. and you do these to have less lag?

Hey man, if your on standard engine management I've not yet found any real increase in performance by using this method. Basically each time I tuned it had to make it operate basically exactly as the electronic bypass valve would. So everyone I tried to give it much more than stock the car would buck and splutter as it's super sensitive to overboost at different rooms if that makes sense. However this was very simple to make if you wanted to try it out yourself, a eBay Manual boost controller and some inline vacuum check valves a peice of 3mm steel plate to make a mounting flange and a 51mm normally closed vacuum operated bypass valve from either eBay or Amazon. Then it's a case of welding the bypass valve to the plate. there are a few videos on the channel that document the process. unfortunately I didn't get to producing these as I didn't see enough of a performance increase to offer them for sale.

@@M-oneeleven-M111 problem is my standard by pass valve is not closing and no one can ass me on this side did diagnostic at different supposed Merc guys but no one can tell me my exact problem. The supercharger was locked by the last guy but all boost just go into my airbox

@Carlo Mauers ok so I've seen people do the lock mod before, is the pulley still plugged in to the wiring harness? Some people thing the pulley can just be unplugged but if you do that the bypass valve will stay in the open position, also MAF sensor faults can cause the bypass valve to stay open. It's also not uncommon for these bypass valves to fail and a simple used replacement from a junk yard or eBay can get you going again. With these cars the super charger engages at around 1200rpm under load and I think 16-1800 rpm when static, before the supercharger is engaged the bypass valve is open and this is how the engine breathes at idle. Essentially before the supercharger engages the car is naturally aspirated as the bypass valve allows the engine to bypass the super charger completely. Also if there is a fault with either the throttle position sensor or the MAF sensor the ECU will disengage the supercharger and switch from a adaptive fuel map to a static fuel map and the car will become naturally aspirated through the whole rev range. Mercedes did this so that no damage could occur to the engine from un-metered boost pressure. With your pulley being locked it does make diagnosis the bit harder as the car can't disengage the supercharger pulley so you can't see if the ECU has gone into N/A mode. My advice is first check the plug is connected and making good contact with the supercharger pulley itself it may have been locked because the coil in the pulley itself had failed this occasionally can cause the ECU to trigger N/A mode. But start at the pulley, then check for oil in the MAF sensor (this is very common due to the breather system) does the bypass valve move at all when the ignition is switched on? Even in N/A mode the valve should move a little when the ignition is turned on. I'm going to attach a couple of links... This explains the breather valve that fills the intake with oil that often is the cause of most MAF sensor issues kzfaq.info/get/bejne/eb-TqtqF16epmIU.html this one explains the MAF sensor and cleaning I: kzfaq.info/get/bejne/rs6be7OXtdDRhaM.html this one will help you hopefully diagnose any faulty sensors in future on your car: kzfaq.info/get/bejne/bcqfpNyW1LfZl5s.html And this one shows normal operation off load of the bypass valve for reference if you manage to get it to move: kzfaq.info/get/bejne/aLKVn7OJrtPTdps.html I hope this helps you buddy with your car, and if not already please subscribe I really appreciate it 👍

@@M-oneeleven-M111 already a subscriber buddy

@@carlomauers5138 thanks man appreciate it 😃👍