oil pump solenoid issues found
Thread Starter
Super Member
Joined: Jan 2018
Posts: 532
Likes: 182
From: Atlanta GA
2012 E350 Cabriolet now SOLD to my son
oil pump solenoid issues found
Hey guys
In the E55, E63, E53 AMG section, this thread has uncovered truly great info regarding the oil pump control solenoid that directs oil flow to be high volume or low volume at certain rpm and temp conditions. This solenoid exists on the m278 as well as the M276 engines from 2011 on. It also exists on other engines from that era to current production. There may be others using this oil pump flow control solenoid too.( inline 4, turbo and non-turbo v6 and v8)
link : https://mbworld.org/forums/w212-amg/...solenoids.html
Note the authors believe the primary function to be improving gas mileage and reducing parasitic losses post start up and during low rpm ( <2500 rpm ) usage. However when it fails it can fail in the low volume position and cause a number of problems. That includes poor oil pressure to the HPFP, cam shaft tensioners, main and rod bearings and reduced oil flow to the piston oil squirters that cool the pistons. Loss of oil flow to the piston squirters may be one reason for the known bore scoring issue MB has.. Please read the thread for the testing and what they have found. There are pics showing where this sensor is located and how to unplug it. It is clear the Bosch ECU DOES NOT have a oil pressure sensor input so it calculates something and then commands all sorts of things engine related to change without that.
kevm14 and Calibenz are recommending that you read the thread to see if disabling the oil control solenoid which will then default to the high volume mode would work for you. This allows full oil pressure to the rest of the engine at all times during startup and when running. This is a very good thing for the engine. However please note that this is still in the early stages to see if it is safe....
They have asked me to cross post this in this forum so that other people are aware. Please read the thread in detail and if needed DM them if you have any questions
thanks WRCLVR
In the E55, E63, E53 AMG section, this thread has uncovered truly great info regarding the oil pump control solenoid that directs oil flow to be high volume or low volume at certain rpm and temp conditions. This solenoid exists on the m278 as well as the M276 engines from 2011 on. It also exists on other engines from that era to current production. There may be others using this oil pump flow control solenoid too.( inline 4, turbo and non-turbo v6 and v8)
link : https://mbworld.org/forums/w212-amg/...solenoids.html
Note the authors believe the primary function to be improving gas mileage and reducing parasitic losses post start up and during low rpm ( <2500 rpm ) usage. However when it fails it can fail in the low volume position and cause a number of problems. That includes poor oil pressure to the HPFP, cam shaft tensioners, main and rod bearings and reduced oil flow to the piston oil squirters that cool the pistons. Loss of oil flow to the piston squirters may be one reason for the known bore scoring issue MB has.. Please read the thread for the testing and what they have found. There are pics showing where this sensor is located and how to unplug it. It is clear the Bosch ECU DOES NOT have a oil pressure sensor input so it calculates something and then commands all sorts of things engine related to change without that.
kevm14 and Calibenz are recommending that you read the thread to see if disabling the oil control solenoid which will then default to the high volume mode would work for you. This allows full oil pressure to the rest of the engine at all times during startup and when running. This is a very good thing for the engine. However please note that this is still in the early stages to see if it is safe....
They have asked me to cross post this in this forum so that other people are aware. Please read the thread in detail and if needed DM them if you have any questions
thanks WRCLVR
Last edited by WRC-LVR; Dec 24, 2023 at 02:18 PM. Reason: added additional relevant info and safety disclaimer
Out Of Control!!
Joined: Apr 2019
Posts: 11,929
Likes: 6,776
From: Silicon Valley
W212 MY'14 M276-3.5NA @75kMi
DO NOT TRY THIS AT HOME....
Hey guys
In the E55, E63, E53 AMG section, this thread has uncovered truly great info regarding the oil pump control solenoid that directs oil flow to be high volume or low volume at certain rpm and temp conditions. This solenoid exists on the m278 as well as the M276 engines from 2011 on. It also exists on other engines from that era to current production.
link : https://mbworld.org/forums/w212-amg/...solenoids.html
Note the authors believe the primary function to be improving gas mileage and reducing parasitic losses post start up and during low rpm ( <2500 rpm ) usage. However when it fails it can fail in the low volume position and cause a number of problems. That includes poor oil pressure to the HPFP, cam shaft tensioners, main and rod bearings and reduced oil flow to the piston oil squirters that cool the pistons. Loss of oil flow to the piston squirters may be one reason for the known bore scoring issue MB has.. Please read the thread for the testing and what they have found. There are pics showing where this sensor is located and how to unplug it. It is clear the Bosch ECU DOES NOT have a oil pressure sensor input so it calculates something and then commands all sorts of things engine related to change without that.
kevm14 and Calibenz are recommending that you disable the oil control solenoid which will then default to the high volume mode. This allows full oil pressure to the rest of the engine at all times during startup and when running. This is a very good thing for the engine.
They have asked me to cross post this in this forum so that other people are aware. Please read the thread in detail and if needed DM them if you have any questions
thanks WRCLVR
In the E55, E63, E53 AMG section, this thread has uncovered truly great info regarding the oil pump control solenoid that directs oil flow to be high volume or low volume at certain rpm and temp conditions. This solenoid exists on the m278 as well as the M276 engines from 2011 on. It also exists on other engines from that era to current production.
link : https://mbworld.org/forums/w212-amg/...solenoids.html
Note the authors believe the primary function to be improving gas mileage and reducing parasitic losses post start up and during low rpm ( <2500 rpm ) usage. However when it fails it can fail in the low volume position and cause a number of problems. That includes poor oil pressure to the HPFP, cam shaft tensioners, main and rod bearings and reduced oil flow to the piston oil squirters that cool the pistons. Loss of oil flow to the piston squirters may be one reason for the known bore scoring issue MB has.. Please read the thread for the testing and what they have found. There are pics showing where this sensor is located and how to unplug it. It is clear the Bosch ECU DOES NOT have a oil pressure sensor input so it calculates something and then commands all sorts of things engine related to change without that.
kevm14 and Calibenz are recommending that you disable the oil control solenoid which will then default to the high volume mode. This allows full oil pressure to the rest of the engine at all times during startup and when running. This is a very good thing for the engine.
They have asked me to cross post this in this forum so that other people are aware. Please read the thread in detail and if needed DM them if you have any questions
thanks WRCLVR
@CaliBenzDriver test engine M276 3.5NA clearly benefits from this limited EXPERIMENTAL transformation so far - However I clearly recommend AGAINST MODING engines.
Many catastrophic issues are related to poor oiling and I do NOT want to be associated with consequences of anyone's personal choices.
This is a bit like taking Viagra pills: It Can Help And It Can Hurt. There are associated risks involved and you'll be all right without dealing with this.
The factory mode is best to deliver certified MB experience. People who have genuine interests will gain comfort to match their personal position.
Thread Starter
Super Member
Joined: Jan 2018
Posts: 532
Likes: 182
From: Atlanta GA
2012 E350 Cabriolet now SOLD to my son
I agree MBW members should go read that AMG thread of over 400 posts... a hot topic.
@CaliBenzDriver test engine M276 3.5NA clearly benefits from this limited EXPERIMENTAL transformation so far - However I clearly recommend AGAINST MODING engines.
Many catastrophic issues are related to poor oiling and I do NOT want to be associated with consequences of anyone's personal choices.
This is a bit like taking Viagra pills: It Can Help And It Can Hurt. There are associated risks involved and you'll be all right without dealing with this.
The factory mode is best to deliver certified MB experience. People who have genuine interests will gain comfort to match their personal position.
@CaliBenzDriver test engine M276 3.5NA clearly benefits from this limited EXPERIMENTAL transformation so far - However I clearly recommend AGAINST MODING engines.
Many catastrophic issues are related to poor oiling and I do NOT want to be associated with consequences of anyone's personal choices.
This is a bit like taking Viagra pills: It Can Help And It Can Hurt. There are associated risks involved and you'll be all right without dealing with this.
The factory mode is best to deliver certified MB experience. People who have genuine interests will gain comfort to match their personal position.
Last edited by WRC-LVR; Dec 24, 2023 at 02:20 PM. Reason: added additional relevant info and safety disclaimer
Out Of Control!!
Joined: Apr 2019
Posts: 11,929
Likes: 6,776
From: Silicon Valley
W212 MY'14 M276-3.5NA @75kMi
Thank you for sharing awareness related to this.
Senior Member
Joined: Feb 2019
Posts: 337
Likes: 53
From: CA
2010 E550 Coupe
I'm confused. In the referenced thread, you state that unplugging the solenoid has significant benefits, that you unplugged yours as soon as you realized it could pose a potential issue, that you experienced a noticeable benefit after unplugging it, and that there are significant risks to low oil pressure from the solenoid failing (in other words, you recommend unplugging the solenoid).
On the other hand, you warn that this is experimental, and recommend against engine modification (in other words, you recommend NOT unplugging the solenoid).
I appreciate the effort you have put into this matter. I think people like you are a huge benefit to the car community and help to improve the ownership experience for many people. However, it also seems like you are playing both sides of the coin, like you aren't really confident in your findings. This conflicting recommendation ultimately results in very little benefit, since it's still unclear what the best course of action is.
On the other hand, you warn that this is experimental, and recommend against engine modification (in other words, you recommend NOT unplugging the solenoid).
I appreciate the effort you have put into this matter. I think people like you are a huge benefit to the car community and help to improve the ownership experience for many people. However, it also seems like you are playing both sides of the coin, like you aren't really confident in your findings. This conflicting recommendation ultimately results in very little benefit, since it's still unclear what the best course of action is.
Last edited by nkx1; Dec 23, 2023 at 03:25 AM.
Out Of Control!!
Joined: Apr 2019
Posts: 11,929
Likes: 6,776
From: Silicon Valley
W212 MY'14 M276-3.5NA @75kMi
cautious warnings
......
I'm confused. In the referenced thread, you state that unplugging the solenoid has significant benefits, that you unplugged yours as soon as you realized it could pose a potential issue, that you experienced a noticeable benefit after unplugging it, and that there are significant risks to low oil pressure from the solenoid failing (in other words, you recommend unplugging the solenoid).
On the other hand, you warn that this is experimental, and recommend against engine modification (in other words, you recommend NOT unplugging the solenoid).
I appreciate the effort you have put into this matter. I think people like you are a huge benefit to the car community and help to improve the ownership experience for many people. However, it also seems like you are playing both sides of the coin, like you aren't really confident in your findings. This conflicting recommendation ultimately results in very little benefit, since it's still unclear what the best course of action is.
....
I'm confused. In the referenced thread, you state that unplugging the solenoid has significant benefits, that you unplugged yours as soon as you realized it could pose a potential issue, that you experienced a noticeable benefit after unplugging it, and that there are significant risks to low oil pressure from the solenoid failing (in other words, you recommend unplugging the solenoid).
On the other hand, you warn that this is experimental, and recommend against engine modification (in other words, you recommend NOT unplugging the solenoid).
I appreciate the effort you have put into this matter. I think people like you are a huge benefit to the car community and help to improve the ownership experience for many people. However, it also seems like you are playing both sides of the coin, like you aren't really confident in your findings. This conflicting recommendation ultimately results in very little benefit, since it's still unclear what the best course of action is.
....
We understand what's exciting is the REWARD but all individual RISKS are still applicable. Only you know some of the risks specific to your engine and its history.
You decide to go explore an underwater wreck but eventually fail to surface an hour later. Reality turns tragic.
Do you understand my cautious warnings ?
I am not aware of everyone's specifics: your engine, your maintenance, your oil, your driving style.
W207 forum regulars may want to look into this and perhaps find it interesting. Not every experimental case will be successful and failures will be based on personal decision.
- Good young engine may benefit longer.
- Older engines may benefit less.
- Contaminated engines have potential for damage.
It's like Viagra... it can help and it also can hurt given individual circumstances - I don't know your risks, right?
Last edited by CaliBenzDriver; Dec 23, 2023 at 02:20 PM.
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Senior Member
Joined: Feb 2019
Posts: 337
Likes: 53
From: CA
2010 E550 Coupe
Nope, I didn't initially understand because you were making two opposing recommendations. I see what you mean, though- that it worked for you, but use caution if proceeding with the modification.
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Out Of Control!!
Joined: Apr 2019
Posts: 11,929
Likes: 6,776
From: Silicon Valley
W212 MY'14 M276-3.5NA @75kMi
Forward or not
This is like indexing sparkplugs... if you're interested, go ahead and look into this topic for afterhours experimenters
I ADVISE AGAINST BACK TRACKING to default low oil pressure with ECU controlled solenoid.
Last edited by CaliBenzDriver; Dec 23, 2023 at 12:29 PM.
Thread Starter
Super Member
Joined: Jan 2018
Posts: 532
Likes: 182
From: Atlanta GA
2012 E350 Cabriolet now SOLD to my son
Quick clarification... the base state of the solenoid is the high pressure mode. It opens under ECU command to a low flow state. The caveat is that IF the solenoid has failed already in the stuck open low pressure mode, then the engine only gets low flow and pressure at ALL times. In that case, it would need replacing.
Again I reiterate my advice to install a proper oil pressure sensor and gauge to be able to track actual pressure before doing this change. Do a b4 and after change including a drive cycle that brings the temps up to normal. Compare the pressure with same conditions AFTERWARDS.
Then make a decision to unplug permanently or replace the solenoid with new assumimg it is stuck in the low flow state AND then unplug permanently
Again I reiterate my advice to install a proper oil pressure sensor and gauge to be able to track actual pressure before doing this change. Do a b4 and after change including a drive cycle that brings the temps up to normal. Compare the pressure with same conditions AFTERWARDS.
Then make a decision to unplug permanently or replace the solenoid with new assumimg it is stuck in the low flow state AND then unplug permanently
