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Scanner ordered! 2025 LAUNCH Creader Elite V2.0 fit for Mercedes-Benz
the only think better than
a $150 Launch DIY scanner may be
a $2000 Launch PRO scanner...
More coverage more functions. DIY I think has limits in module programming.
The complexity of factory tool requires a lot of learning/training to accomplish basic steps.
Just ran a few. This thing is pretty cool. For fun, I actuated the rear camera via the scanner. So, got the following codes:
There are 2 issues for Power system:
1.The position of the intake camshaft (cylinder bank 1) deviates from the specified value.The commanded position cannot be reached. P001177
2.The actuation of the valve of the oil pump in the combustion engine has an electrical fault or open circuit. P06DA00
There are 1 issues for Safety and Security system:
1.The reversing camera has a malfunction.There is an internal fault. B21FF04
There are 6 issues for Vehicle body system:
1.The GPS antenna has a malfunction.The signal is not present. B142E31
2.Communication with control unit ''Suspension'' has a malfunction. U013200
3.The starter battery has excessive resistance. B1F4500
4.Communication with the battery sensor has a malfunction.The message is missing. U113E87
5.There is an internal fault in the instrument cluster.There is an internal component fault. B221396
6.Front LF antenna ''KEYLESS-GO'' has a malfunction.There is an open circuit. B1A5013
There are 1 issues for Infotainment system:
1.Activation of the radio service ''SIRIUS'' was not successful. B15DE00
Last edited by Darrington; Aug 29, 2025 at 03:19 PM.
Sorry for the messy formatting, I tried to clean it up as best possible. I think P06DA00 is due to unplugging the oil pump solenoid, and all the others likely related to having the Roadmap head unit. All my electronics work fine, with no dash lights.
So, for P001177, Bank 1 = PASSENGER side intake. My pic above with the 'leaker' was DRIVER side intake. And, the adjuster that was 'off' when looking thru the timing port was PASSENGER side exhaust. Ugh...
Sorry for the messy formatting, I tried to clean it up as best possible. I think P06DA00 is due to unplugging the oil pump solenoid, and all the others likely related to having the Roadmap head unit. All my electronics work fine, with no dash lights.
So, for P001177, Bank 1 = PASSENGER side intake.
My pic above with the 'leaker' was DRIVER side intake.
And, the adjuster that was 'off' when looking thru the timing port was PASSENGER side exhaust. Ugh...
This is a clear summary.
> This points to :
-- the ECU having issue with Bank1 Intake position
-- plus Bk1 Exhaust reluctor being a bit shifted.
Having disconnected sensors multiple times...
you're welcome to clear fault and wait for ECU to confirm the same fault again.
> Bk1-EXH: If exhaust is not faulted, its reluctor-ring position is showing borderline to get a correlation code. Normally this calls for a new camshaft unless you can take the time to reset reluctor 1/8".
> Bk1-INT: is flagged as having loose lock... new VVT phaser or a rebuild kit instead.
> There is also a possibility that Bk1 was moved a bit during reluctor pip-hole check.
In which case EXT is totally okay as is.
How... empty tensioners are useless at holding chain slack so camshafts can rotate easily from valves pushing on cam lobes...
+++ COLLATERAL MAINTENANCE...
Working on Bk1 INT is an invitation to renew at the same time :
-- HPFP (100k.Mi)
-- PCV System plastics (cover + conduit)
Both located at the rear of Bk1 camshafts.
Last edited by CaliBenzDriver; Aug 29, 2025 at 04:30 PM.
Just ran a few. This thing is pretty cool. For fun, I actuated the rear camera via the scanner. So, got the following codes:
There are 2 issues for Power system:
1.The position of the intake camshaft (cylinder bank 1) deviates from the specified value.The commanded position cannot be reached. P001177
2.The actuation of the valve of the oil pump in the combustion engine has an electrical fault or open circuit. P06DA00
There are 1 issues for Safety and Security system:
1.The reversing camera has a malfunction.There is an internal fault. B21FF04
There are 6 issues for Vehicle body system:
1.The GPS antenna has a malfunction.The signal is not present. B142E31
2.Communication with control unit ''Suspension'' has a malfunction. U013200
3.The starter battery has excessive resistance. B1F4500
4.Communication with the battery sensor has a malfunction.The message is missing. U113E87
5.There is an internal fault in the instrument cluster.There is an internal component fault. B221396
6.Front LF antenna ''KEYLESS-GO'' has a malfunction.There is an open circuit. B1A5013
There are 1 issues for Infotainment system:
1.Activation of the radio service ''SIRIUS'' was not successful. B15DE00
Most of these faults are the standard "failed from factory" modules that appear to work but dysfunction galore under wrap.
These defects causes CAN Bus junk traffic jams swarming CGW that's easily helped by simple "REBOOTS".
Case in point ...
-- the headlight searching for suspension module on basic steel coils.
-- the camera searching for different chassis items
-- the missing GPS antenna that nearly working
This is important because poor COM detunes the engine basic performance.
> Interesting faults to address are:
The KeylessGo antenna issue
The instrument cluster issue
The battery sensor issue
(Is starter battery really going bad ??)
Begin with fault clearing + chassis reboot to sanitize CAN.
Last edited by CaliBenzDriver; Aug 29, 2025 at 04:30 PM.
Thanks for the detailed write up yesterday. This all makes sense (only because you’ve walked me thru this whole analysis!). As you mentioned, I’ll clear the codes, just to see what it does. Agree, bank 1 needs some work. Noted on the collateral mx as well. Thanks!
Originally Posted by CaliBenzDriver
This is a clear summary.
> This points to :
-- the ECU having issue with Bank1 Intake position
-- plus Bk1 Exhaust reluctor being a bit shifted.
Having disconnected sensors multiple times...
you're welcome to clear fault and wait for ECU to confirm the same fault again.
> Bk1-EXH: If exhaust is not faulted, its reluctor-ring position is showing borderline to get a correlation code. Normally this calls for a new camshaft unless you can take the time to reset reluctor 1/8".
> Bk1-INT: is flagged as having loose lock... new VVT phaser or a rebuild kit instead.
> There is also a possibility that Bk1 was moved a bit during reluctor pip-hole check.
In which case EXT is totally okay as is.
How... empty tensioners are useless at holding chain slack so camshafts can rotate easily from valves pushing on cam lobes...
+++ COLLATERAL MAINTENANCE...
Working on Bk1 INT is an invitation to renew at the same time :
-- HPFP (100k.Mi)
-- PCV System plastics (cover + conduit)
Both located at the rear of Bk1 camshafts.
Thanks for this detail as well. I’ll clear the codes and see what pops back up. I can disconnect the battery as well.
I’d say the battery is about 4-5 years old. Aside from the engine rattle, this car is perfect, no lights or malfunctioning electronics. No issues on start up, keyless Go, etc. So, interesting that it’s showing these faults. More to come…
Originally Posted by CaliBenzDriver
Most of these faults are the standard "failed from factory" modules that appear to work but dysfunction galore under wrap.
These defects causes CAN Bus junk traffic jams swarming CGW that's easily helped by simple "REBOOTS".
Case in point ...
-- the headlight searching for suspension module on basic steel coils.
-- the camera searching for different chassis items
-- the missing GPS antenna that nearly working
This is important because poor COM detunes the engine basic performance.
> Interesting faults to address are:
The KeylessGo antenna issue
The instrument cluster issue
The battery sensor issue
(Is starter battery really going bad ??)
Begin with fault clearing + chassis reboot to sanitize CAN.
I ordered the timing tensioners, gasket maker, bolts, and the inset restrictors (not sure if mine has them or not).
I also did a scan on mine and see the same P001177 code for the Bank 1 VVT stored code. I cleared it so ill see if it returns. No other relevant codes, but the oil pump and cooling system faults because those "mods" are active.
i realized im going to need the o-ring gaskets for the cam magnets, so ill get those before diving in. Also doing belt and pulleys as a "while im in there" PM.
I ordered the timing tensioners, gasket maker, bolts, and the inset restrictors (not sure if mine has them or not).
I also did a scan on mine and see the same P001177 code for the Bank 1 VVT stored code. I cleared it so ill see if it returns. No other relevant codes, but the oil pump and cooling system faults because those "mods" are active.
i realized im going to need the o-ring gaskets for the cam magnets, so ill get those before diving in. Also doing belt and pulleys as a "while im in there" PM.
I did check them and none show any signs of oil leaking through, same with the wife's ML @ 165k mi. I tend to check them annually but I suppose it's cheap insurance.
Cool. Keep us posted on your progress. When I finally do the adjusters, I’ll probably do the pulleys and belts as well. I did pull my cam magnets as part of the disassembly, o-rings seem fine on the reinstall, although I haven’t checked for leaks (No oil on the floor).
May rerun my scanner this weekend out of curiosity.
Originally Posted by MatthewJ
I ordered the timing tensioners, gasket maker, bolts, and the inset restrictors (not sure if mine has them or not).
I also did a scan on mine and see the same P001177 code for the Bank 1 VVT stored code. I cleared it so ill see if it returns. No other relevant codes, but the oil pump and cooling system faults because those "mods" are active.
i realized im going to need the o-ring gaskets for the cam magnets, so ill get those before diving in. Also doing belt and pulleys as a "while im in there" PM.
Cool. Keep us posted on your progress. When I finally do the adjusters, I’ll probably do the pulleys and belts as well. I did pull my cam magnets as part of the disassembly, o-rings seem fine on the reinstall, although I haven’t checked for leaks (No oil on the floor).
May rerun my scanner this weekend out of curiosity.
I did find i can see cam positions with my scanner. At idle, Bank1 intake hovers around 34°, exhaust around 33.5° , and bank 2 sits around -22° for both intake and exhaust. P001177 codes comes right back when cleared, even without the car running so maybe my scan tool is having difficulty clearing it.
I dont think 0.5° timing is a tooth, so my VVT must just be getting loose and shifting slightly. Maybe the tensioners will help, but im probably looking at the bank 1 overhaul in the future.
I did find i can see cam positions with my scanner. At idle, Bank1 intake hovers around 34°, exhaust around 33.5° , and bank 2 sits around -22° for both intake and exhaust. P001177 codes comes right back when cleared, even without the car running so maybe my scan tool is having difficulty clearing it.
I dont think 0.5° timing is a tooth, so my VVT must just be getting loose and shifting slightly. Maybe the tensioners will help, but im probably looking at the bank 1 overhaul in the future.
FYI... Note : both Intake camshafts share the same timing and so do both Exhaust camshaft in relation to Cyl. TDC.
NOT Bk1 timed vs. Bk2.
Most of the VVT lock-pin wear happens to the Intake phasers near idle Rpm on stock oiling setup.
FYI... Note : both Intake camshafts share the same timing and so do both Exhaust camshaft in relation to Cyl. TDC.
NOT Bk1 timed vs. Bk2.
Most of the VVT lock-pin wear happens to the Intake phasers near idle Rpm on stock oiling setup.
Thanks for the correction, that was my mistake in reading the sensor tag data. So it should be:
B1Intake - 34°
B1Exhaust - -22°
B2Intake - 33.5°
B2Exhaust - -22°
Replaced both secondary tensioners, I already had the check valves as well, so ill return the ones I bought.
Did belt, pulleys and belt tensioner as well while I had the IC out of the way.
So far its been like 10 starts and have not gotten any noise. I did turn the motor with the upper covers off and the passenger intake VVT did have some oil come out the front, but never "slipped". I assume im on borrowed time, but hopefully with the tensioners working as designed it will prolong the major work a few years.
The MB sealant i had was expired and it did not set up as expected. Taking forever to cure. From reading up on it, its a 7-21 day full cure anaerobic rubber. Its not leaking so im leaving it as is, but ensure you have a fresh tube if you plan on resealing the covers.
So…did a thing this weekend, traded the C400. Decided after 9 years of ownership, time to move on. Bittersweet, because I loved it. This car checked all the boxes for me, and still looked like new 10 years later.
@CaliBenzDriver appreciate all the technical insight, was very helpful!
So…did a thing this weekend, traded the C400. Decided after 9 years of ownership, time to move on. Bittersweet, because I loved it. This car checked all the boxes for me, and still looked like new 10 years later.
@CaliBenzDriver appreciate all the technical insight, was very helpful!
Thanks guys, I’ve enjoyed this forum and its members! I’m sure at some point, I’ll be back in a Benz (the best or nothing!). As much as I’m a sedan guy, was ready for a change. Mixing in price point, performance, style and age of vehicle…I went to somewhat the opposite end of the spectrum. Ford Bronco! It’s got more tech than the C400, but a decade later, I guess that should be expected! A week of ownership, very happy with the change.
Mercedes SLR McLaren 722 S Is Extremely Rare Example Modified by McLaren
Slideshow: A one-of-one U.S.-spec Mercedes-Benz SLR McLaren Roadster became even rarer after a factory-backed transformation at McLaren's headquarters.
