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air filter change should be told to ecu - reset adaptations...

yeah, any diagnose is 10x harder when remapped and modified... can't rely on ANY reading you get... only programmer knows what has been tampered.

If this is twin turbo, it has a wastegate... yeah, runaway sounds like engine burned oil after shutdown

same error code? It points to fuel quantity valve, next to hp pump, even it looks its not xentry code description... which leads to possibility it can be anything that cause low rail pressure, its just triggers that code (not a bad guess, it s quite common fault).

If its not rusty, it been fixed :) Search OM613 engine... not bad lump

There are special tool sets for snapped bolt removal. Injector bolt hole is just very deep so not all tools can reach the bottom (if needed). Yep, you need very small torque wrench for those (larger wrench range is not even starting from so low values, or at least it is very inaccurate).

I a presure sensor is showing anything else than 1ATM when engine NOT running, is that sensor is duff. Are reading changing rationally? Also DPF values? Just thinking if DPF has been removed...

All parameter except pressure are 'calculational', so ecu thinks it know ash content. How car starts regen; 1. calculated value reach limit, or 2. pressure sensor reading triggers level. So it is calculation value (you said pressure difference is not rising)? Some mechanical fault would make...

umm... it is not remapped, or adblue removed? New DPF told to ecu (reset made)?

Usually it is nozzle holder crack, leaking on foot of the injector and splashing around because cylinder pressure is leaking too. I can't remember cracked pipe happened either.

Oh yes, W163 was never fitted with 6cyl diesel... my bad. I assume fuel quantity valve was replaced with hp pump? How the problems started? What codes are triggered, if any?

Injectors leaking,,, Is this W163 or W164? Different fuel system... What pressure reading you having on crank?

Which car? If it is not museum age, probably yes, especially if you don't want any teentune lowrider...

This has been discussed before I think... steering column gear selector version does not have lock (AFAIK, it is not buzzing, and thus lack of that failing small electric motor), and its somehow walked around legal requirement...

I remember reading two cases where injector nozzle has been worn heavily, and coming loose. Then exhaust pressure is getting a route to the fuel side and causing tank pressurized. I still can't figure out how exhaust gasses CAN go to LOW pressure fuel side, perhaps cut section pictures I have...

do you have any kind of code reader capable of live data? Check rail pressure during long crank, when it jumps up, and how high... yes, faulty glow plugs may cause staring problems too

RHD car is PITA job... LHD remocing wiper machanism gives the space, though better do some wiretool to open locking. Also note that aux heater car water valve has an extra connection.

SDS says how much difference is allowed in smooth run test, but injectors have their own correction values and that gives hint about injector 'condition'.

ECU is measuring combustion via rpm, and adjusting injection timing trying to keep each cylinder 'power' on same level. If that correction values goes too high, injector is stated to be faulty. OF COURSE any other mechanical fault which has effect to combustion efficiency (for example low...

If some of the injector is under or overfueling, particulates are born, and filling DPF. I doubt all are bad. Usually when one goes duff, other are compensating and thus xentry values may go outside range. Often DPF sensor pipes can be clogged, causing fault code/regen.