you're gonna have the thing apart, so if there is any way you can swing it, you might as well have your installer bolt back on 'performance' replacements (cam/heads/valvetrain ect) and not the stock stuff. I can't imagine it makes much sense though. I really cant guess what just replacing lifters might run you. Now when I executed option 5, I also replaced heads at the same time, so I was into it for a couple grand between parts and labor. This is nice because it allows you to swap PCMs at will and not have to be without your car.
#MDS DISABLE 06 300C FREE#
If you go this route, of course you're without your car for the couple three days it takes to execute this transactionĢ) Buy a new PCM for around $250, have your dealership "tie" it to your vin for anywhere from free to 1 hours labor (depending on how well you treat them), then you get to send it into Dave. In my case, I've had him flash me twice the first time was around $450 and the last time was around $200 because I was a returning customer. You'll need to talk with him personally and make arrangements if you plan to do something special (what I did)** (see note below). There are two ways to execute option 4ġ) Pull your current PCM out and send it to Dave (B&G) he then sends it back programmed to your specs. No CELs have been reported via this method.Ĭlick to expand.Yeah I say 4 is expensive because, really, it is. Many run 5w20 without issue OTHER than the loss of MDS. This will effectively disable MDS entirely as the conditions needed for engagement will never be met. Hope that helps! If I can answer any other questions.Ģ) Run a thicker oil. It just makes sense to do so at that time less components in there to go bad/wrong. Its quite expensive when compared to the other methods, but you really get what you pay for in this case (especially when you have some heavyweight mods).ĥ) Swap out the lifters. Many of us have gone this route and love it. Kinda nice, though since reenabling MDS is as simple as putting it back in D.Ĥ) Buy a B&G Stage X PCM flash that has MDS AND torque management disabled.
The bummer here is you need to manually put in in 5 each and every time. YMMV.ģ) The SC (IF it works for your year/make/model) will allow non-mds operation when the tranny is in 5. No CELs have been reported via this method. This functions without issue other than the loss of MDS*. Many replace the stock 5w20 with a heavier blend like 10w30 or more. So you will have to deal with that check engine light if you go this route.Ģ) Run a thicker oil. NOTE: This will throw a CEL the first time (and there after) MDS tries to engage. If you're interested I'll see if I can dig up a pic for ya. I don't have a pic of this, but literally its no more complicated that finding the right plug, and pulling it.
Here is a list, ordered from cheapest to most expensive.ġ) Unplug the harness that connects to the MDS solenoids. There are a few ways to do it and each has benefits and negatives. MDS and many aftermarket exhausts don't mix. Velta genius installationsĬome join the discussion about performance, modifications, troubleshooting, Hemi Mopar power, power-adders, and more.Indeed those that 'know' really do know in this case. I drive mine in auto stick all the time and have over 30k on mine with no problems. I like driving Auto-Stick.is there any disadvantage or problems that anybody knows about. Mostly the sound - and you can feel it a little 4cyls dont run as smooth as 8s. Why would you want to turn MDS off What benefits would this have. So basically, the tuners are the only things that can turn MDS off. Performance TuneDiablo TunesModify TuneModify Parameters Arrow down to MDS and select Off. Spark and fuel for the respective MDS cylinders are shut off, and now the engine is in 4-cylinder mode. This results in no pushrod movement, so the valve springs keep the valves closed. To help minimize oil contamination, theres a magnet at the bottom of each solenoid unit to collect ferris debris.) Now, the outer sleeve continues to follow the camshaft lobe, but the inner portion of the lifter just floats. This action forces the two pins in each disabling lifter to unlock the two concentric parts. Under light loads, however, the engine management computer signals each solenoid valve to open and apply high oil pressure to its respective exhaust- and intake-valve lifters.
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