AC one side cold another warm. Please help!
#76
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2008 E350 (W211 @170K), 2012 ML350 (W166 @119K), 2014 E350 Sport (W212 @96K), 2015 ML350 (W166 @92K)
Perhaps time to write to
support@icarsoft.us
and explain the current findings. I wrote them a few weeks back with some questions, and got a quick answer from Barnett Davies.
Or call them directly at 1-703-890-6001
support@icarsoft.us
and explain the current findings. I wrote them a few weeks back with some questions, and got a quick answer from Barnett Davies.
Or call them directly at 1-703-890-6001
#77
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2008 E350 (W211 @170K), 2012 ML350 (W166 @119K), 2014 E350 Sport (W212 @96K), 2015 ML350 (W166 @92K)
I had iCarsoft showing me bogus data on DPF regeneration.
After spending some time for driving cycle required for regeneration, the scanner show me filter load close to 0, but after restarting everything, the number did not change from before regeneration.
That is why I did not hesitate to spend $49 when Autel dongle come on the market.
After spending some time for driving cycle required for regeneration, the scanner show me filter load close to 0, but after restarting everything, the number did not change from before regeneration.
That is why I did not hesitate to spend $49 when Autel dongle come on the market.
I am also looking at the OpenPort 2.0 (TacTrix) dongle of which there are 3 versions: old black one, new gold A and new gold B. A bit of research ahead before committing to installing the Xentry pass-thru Surya (Prihadi) posted. Rebuilt laptop for Xentry only use waiting in the garage.
#78
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2014 - W212.065 - E400 ( M276.820, 3 liter Turbo) RWD not Hybrid
I think it is correct as per BMW that the iCarsoft is the one producing the wrong information.
If W212 can communicate with N70/OCP and get correct N70b1 data, there is no reason N22/7 HVAC can't do the same.
Same CAN B highway used.
Maybe iCarsoft implementation of the A22/7 is based on non-CAN BUS N70 (like my car ) where there are hardwires for the N70b1 NTC positioned at N70 but owned by N22/7 HVAC.
So -50C value is NO DATA value aka no-connection, as iCarsoft expected OP's N22/7 HVAC to have that data by hardwires.
Good thing OP's N70 is of CAN-BUS type and can produce the N70b1 temperature data.
If W212 can communicate with N70/OCP and get correct N70b1 data, there is no reason N22/7 HVAC can't do the same.
Same CAN B highway used.
Maybe iCarsoft implementation of the A22/7 is based on non-CAN BUS N70 (like my car ) where there are hardwires for the N70b1 NTC positioned at N70 but owned by N22/7 HVAC.
So -50C value is NO DATA value aka no-connection, as iCarsoft expected OP's N22/7 HVAC to have that data by hardwires.
Good thing OP's N70 is of CAN-BUS type and can produce the N70b1 temperature data.
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My W212 (09-10-2021)
#79
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2008 E350 (W211 @170K), 2012 ML350 (W166 @119K), 2014 E350 Sport (W212 @96K), 2015 ML350 (W166 @92K)
AC module:
B10/4 78.98 F
B10/6 37.58 F
B10/31 44.05 F
B10/32 44.06 F
B10/35 54.50 F <-- is this expected?
B10/36 68.9 F <-- Same?
B11/4 186.80 F
B14 106.70 F
N70b1 -58.F
RPM 1966
Power Consumption 0.7 A
Refrigerant Pressure 221.91 PSI
OCP Module
Temperature interior 70.25 F
Fan ON
Hope the above helps,
Last edited by juanmor40; 09-09-2021 at 03:19 PM.
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CaliBenzDriver (09-09-2021)
#80
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2014 - W212.065 - E400 ( M276.820, 3 liter Turbo) RWD not Hybrid
B10/35 54.50 F <-- is this expected?
B10/36 68.9 F <-- Same?
Above is Left and Right footwell temp sensor. Usually it is hotter a bit, 1st is from firewall heat and 2nd is by longer distance from EVAP core and poorer insulation.
B10/31 Left side air outlet temperature sensor
B10/32 Right side air outlet temperature sensor
B10/35 Left front footwell air outlet temperature sensor
B10/36 Right front footwell air outlet temperature sensor
B10/4 Interior temperature sensor
B10/6 Evaporator temperature sensor
After engine shut down, I notice reading these 2 sensors I get approx 2-3C hotter than the rest.
B10/36 68.9 F <-- Same?
Above is Left and Right footwell temp sensor. Usually it is hotter a bit, 1st is from firewall heat and 2nd is by longer distance from EVAP core and poorer insulation.
B10/31 Left side air outlet temperature sensor
B10/32 Right side air outlet temperature sensor
B10/35 Left front footwell air outlet temperature sensor
B10/36 Right front footwell air outlet temperature sensor
B10/4 Interior temperature sensor
B10/6 Evaporator temperature sensor
After engine shut down, I notice reading these 2 sensors I get approx 2-3C hotter than the rest.
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My W212 (09-10-2021)
#81
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MY'14 W212 M276 3.5NA @55kMi
data correlation...
The footwell data points (55F; 68F) are not way off the chart for summer weather, unlike iCarsoft OCP -50F Temp.
I guess the vent mode was selected up over the face or blower was on manual-slow so these values are kind of consistent, not off the scale.
It's not like we enjoy taking apart these E-Class just for giggles and look at wirings... 🙂
Noted the crazy iCarsoft "N70b1= -58.F"... bug!
I guess the vent mode was selected up over the face or blower was on manual-slow so these values are kind of consistent, not off the scale.
It's not like we enjoy taking apart these E-Class just for giggles and look at wirings... 🙂
Noted the crazy iCarsoft "N70b1= -58.F"... bug!
Last edited by CaliBenzDriver; 09-09-2021 at 11:33 PM.
#82
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Thread Starter
Here is the data after a short ride (AC set to LO, Blower to Max)
AC module:
B10/4 78.98 F
B10/6 37.58 F
B10/31 44.05 F
B10/32 44.06 F
B10/35 54.50 F <-- is this expected?
B10/36 68.9 F <-- Same?
B11/4 186.80 F
B14 106.70 F
N70b1 -58.F
RPM 1966
Power Consumption 0.7 A
Refrigerant Pressure 221.91 PSI
OCP Module
Temperature interior 70.25 F
Fan ON
Hope the above helps,
AC module:
B10/4 78.98 F
B10/6 37.58 F
B10/31 44.05 F
B10/32 44.06 F
B10/35 54.50 F <-- is this expected?
B10/36 68.9 F <-- Same?
B11/4 186.80 F
B14 106.70 F
N70b1 -58.F
RPM 1966
Power Consumption 0.7 A
Refrigerant Pressure 221.91 PSI
OCP Module
Temperature interior 70.25 F
Fan ON
Hope the above helps,
I suspect my freon level is low but not hitting the warning limit.
My next step is to do some gauge measurements on the low and high side pressure values in a workshop.
Will update. Thanks
#83
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You have a leak. Pretty simple. Leaks cause all kinds of not-working AC stuff. Since you're lucky enough to still have pressure in the system, start spraying down your connections with soapy water. These cars are getting old.
Once you find the leak and fix it, pull vacuum and throw an exact charge in it. I think it's 21oz or something. Check the core support or wherever it is. I say exact charge so you have an absolute baseline. If you don't know exactly what you put in it, you'll chase pressures forever. Fun, if you have nothing better to do, otherwise not so much.
#84
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1922 Ford Model T / no OBD
I always start AC troubleshooting with sensor calibration test. Depends on MY it may take 90 seconds and answers above 90% of the questions.
Very seldom there is an issue that sensor test will not answer.
This topic is so stirred, that I can't make sense out of it.
Very seldom there is an issue that sensor test will not answer.
This topic is so stirred, that I can't make sense out of it.
#85
Member
Thread Starter
Solved. Recharge refrigerant works!
Hi all, thank you so much for your support and advice in my journey of bad ac. The ac works again now after having a recharge of refrigerant in weekend. The low and high side pressure were just 2 bar and 12 bar garage before the recharge.
I am in luck, the ac do not have any complicated problem and also, I can learn a lot in MB ac system and electronic, as well as doing ac health check.
For your reference, the refrigerant pressure is now around 14 to 15 bar when ac is on. The evaporator temp is about 8c. The air blowing out is ice cold.... : )
Thanks once again. The MBworld is full of knowledgeable, helpful and nice people. Happy driving all!
I am in luck, the ac do not have any complicated problem and also, I can learn a lot in MB ac system and electronic, as well as doing ac health check.
For your reference, the refrigerant pressure is now around 14 to 15 bar when ac is on. The evaporator temp is about 8c. The air blowing out is ice cold.... : )
Thanks once again. The MBworld is full of knowledgeable, helpful and nice people. Happy driving all!
#86
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I submitted my logs on the iCarsoft measurements for the W212 to Barnett, and now it is waiting and see.
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CaliBenzDriver (09-13-2021)
#87
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Hi all, thank you so much for your support and advice in my journey of bad ac. The ac works again now after having a recharge of refrigerant in weekend. The low and high side pressure were just 2 bar and 12 bar garage before the recharge.
I am in luck, the ac do not have any complicated problem and also, I can learn a lot in MB ac system and electronic, as well as doing ac health check.
For your reference, the refrigerant pressure is now around 14 to 15 bar when ac is on. The evaporator temp is about 8c. The air blowing out is ice cold.... : )
Thanks once again. The MBworld is full of knowledgeable, helpful and nice people. Happy driving all!
I am in luck, the ac do not have any complicated problem and also, I can learn a lot in MB ac system and electronic, as well as doing ac health check.
For your reference, the refrigerant pressure is now around 14 to 15 bar when ac is on. The evaporator temp is about 8c. The air blowing out is ice cold.... : )
Thanks once again. The MBworld is full of knowledgeable, helpful and nice people. Happy driving all!
For future searchers:
Post #2 is the solution to this thread.
Last edited by Senecat; 09-16-2021 at 11:15 PM.
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S-Prihadi (09-17-2021)
#88
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Small leaks who takes months to drain system are not detectable with soapy water. I use dye when I suspect leaks and that is the easiest way.
14 to 15 bars max is still low pressure.
The system should max in high 20's of bars, when stabilizing at at least 17 bars after some time. My evaporator reads 2-3C most of the time.
8C is not ice cold, so sounds like Placebo effect tinted the judgement.
14 to 15 bars max is still low pressure.
The system should max in high 20's of bars, when stabilizing at at least 17 bars after some time. My evaporator reads 2-3C most of the time.
8C is not ice cold, so sounds like Placebo effect tinted the judgement.
#89
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2008 E350 (W211 @170K), 2012 ML350 (W166 @119K), 2014 E350 Sport (W212 @96K), 2015 ML350 (W166 @92K)
Small leaks who takes months to drain system are not detectable with soapy water. I use dye when I suspect leaks and that is the easiest way.
14 to 15 bars max is still low pressure.
The system should max in high 20's of bars, when stabilizing at at least 17 bars after some time. My evaporator reads 2-3C most of the time.
8C is not ice cold, so sounds like Placebo effect tinted the judgement.
14 to 15 bars max is still low pressure.
The system should max in high 20's of bars, when stabilizing at at least 17 bars after some time. My evaporator reads 2-3C most of the time.
8C is not ice cold, so sounds like Placebo effect tinted the judgement.
From my measurements, the evaporator temperature matches yours as well, i.e. 37.6F -> 3.1 C.
===========
Separately: I tested a temporary update of the iCarSoft software, but issue still remains waiting for next feedback..
Last edited by juanmor40; 09-17-2021 at 10:58 AM.
#90
MBWorld Fanatic!
Small leaks who takes months to drain system are not detectable with soapy water. I use dye when I suspect leaks and that is the easiest way.
14 to 15 bars max is still low pressure.
The system should max in high 20's of bars, when stabilizing at at least 17 bars after some time. My evaporator reads 2-3C most of the time.
8C is not ice cold, so sounds like Placebo effect tinted the judgement.
14 to 15 bars max is still low pressure.
The system should max in high 20's of bars, when stabilizing at at least 17 bars after some time. My evaporator reads 2-3C most of the time.
8C is not ice cold, so sounds like Placebo effect tinted the judgement.
#91
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1922 Ford Model T / no OBD
#92
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We may need the OP clarify how the recharge was done, i.e. evacuated and refill it to specs? or just added until they got "right pressures" or "cold enough".
From my measurements, the evaporator temperature matches yours as well, i.e. 37.6F -> 3.1 C.
===========
Separately: I tested a temporary update of the iCarSoft software, but issue still remains waiting for next feedback..
From my measurements, the evaporator temperature matches yours as well, i.e. 37.6F -> 3.1 C.
===========
Separately: I tested a temporary update of the iCarSoft software, but issue still remains waiting for next feedback..
8 degree C is measured when the engine was running for just a few minutes. Will have a check of evaporator temp again after driving for an hour or so.
#93
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Is there a logic in the system that when A/C cooling capasity is compromised cool air is directed only to the driver's side?
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Senecat (09-18-2021)
#94
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1922 Ford Model T / no OBD
This is interesting. The car has A/C working on the driver's side or at least giving some cooling on driver's side and adding refrigerant makes the A/C work on both sides again.
Is there a logic in the system that when A/C cooling capasity is compromised cool air is directed only to the driver's side?
Is there a logic in the system that when A/C cooling capasity is compromised cool air is directed only to the driver's side?
Well known fact since W210 era.
W212 are much newer cars, so those problems only begin to be common.
#95
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Just wondering about the logic of directing cool air to the driver under limited cooling condition as in this case cooler air comes out on right side that happens to be the driver’s side. There has been many cases in the forum where the cooler air comes out in the left side and I think all of these are left side drivers.
I would really not be surprised if Mercedes build a control logic like this as they sometimes seem to think about situations that you would not.
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Senecat (09-18-2021)
#96
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#97
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No evap coil I've ever seen (thousands, including commercial, residential, auto, etc.) has ever gotten "colder on 1 side" than the other. @Arrie explains basic coil design in his #95 post. W210 guys don't have a clue what they are talking about. I'd also be more inclined to believe that Benz would have been alerted to and rectified such a "well known fact"/issue long before the first 210 rolled off the line, much less within the span of three generations.
I agree with Arrie; The BCM is reacting to data from the ten thousand sensors and actuating dampers automatically to focus on the driver under fail mode situations. One of those things that makes so much sense, you wonder why you never though of it yourself!
#98
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This is different kind of radiator, but shows pretty clearly heat distribution.
Zig zack flow will do similar.
Zig zack flow will do similar.
#99
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Hey, at least you're thinking. I can respect that.
#100
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A parallel tubes connection in cars does exist in the front of the car as the engine cooling radiator is built like that and it can have different temperatures and heat exchange ratios across the tubes but this has nothing to do with A/C.