---> CALI's hands-on W212-'14: *** REBOOT HOW-TO ***
Thread Starter
Out Of Control!!
Joined: Apr 2019
Posts: 11,921
Likes: 6,769
From: Silicon Valley
W212 MY'14 M276-3.5NA @75kMi
REBOOT temporarily cancels CHAOS....
> How low/variable/unstable voltage is used to disrupts CAN modules and why chassis Reboot resets this chaos ?
Here we are dealing with a collection of basic factors rolled up to create wholesome chaos.
Everything separately is pretty simple until its all stringed together to make unstable modules misbehave. This is precisely the reason why great transmissions shift poorly: delayed sync.
> SIMPLE SHORTCUT:
-- FLOAT BATTERY + REBOOT CHASSIS bi-monthly
-- or better disconnect batts off season when vehicle is not driven.
> Root Causes:
CAN modules interoperate with shared differential voltages. This guarantees immunity to harsh noisy environments.
When the range of thresholds are not compatible, data COMS brake down.
> Why so unreliable ?
CAN transceiver chips automatically self-adapt to a narrow range of voltage after getting powered up. When signals fall out of that range the results are slow, marginal and finally impossible coms.
This resumes the generic COM faults we are familiar with.
It progressively gets worse, little by little gently until functionality is entirely lost... tow-truck business.
> MB implementation of unstable voltage:
We did not get short-changed here. We got death by thousand's cuts...
We've got a generous gamut of sources combined to impact both reliability + basic performance.
It's so well combined that it may be confusing... So I help with simplicity:
REBOOT + FLOAT...
(ALT-LIN is non-stock "experimental" option)
> Why does voltage matter?
A fixed narrow voltage range is important because its the fundamental requirement to sustain reliable COMS.
Instead of our chassis being impervious to normal voltage variations, it is carefully made extra sensitive to it.
> Voltage impact ECU+TCU timings:
-- A mature string of voltage chaos is used to disrupt the engine core GDI timings + bangy tranny.
-- The genesis of CAN-C disruption is Bosch solderless ESP. It is staged to be the top brain in control of this chassis.
-- ESP stumbles answering ECU/TCU busy non-stop queries stream about each wheel Rpm's.
> How do I know...
I got tired of selling dealer "could not reproduce" rehearsed lip service when I showed them snapshot 12.1V display, the banging tranny and limp-mode.
I got to wonder why can't new Mercedes run as well as Bosch siblings "Made in Japan" ?
I set to fix my new MB and now it is nearly Japanese grade.
I have experimentaly soldered my stock ESP + ISM near 30k.Mi: it positively canceled "high bandwidth" CAN-C delays for No traffic bottlenecks !!
Everything wrong was built to be defective from factory... that explains why dealers have a real hard time undoing specific factory defects under warranty.
Enjoy reliable voltage.
Here we are dealing with a collection of basic factors rolled up to create wholesome chaos.
Everything separately is pretty simple until its all stringed together to make unstable modules misbehave. This is precisely the reason why great transmissions shift poorly: delayed sync.
> SIMPLE SHORTCUT:
-- FLOAT BATTERY + REBOOT CHASSIS bi-monthly
-- or better disconnect batts off season when vehicle is not driven.
> Root Causes:
CAN modules interoperate with shared differential voltages. This guarantees immunity to harsh noisy environments.
When the range of thresholds are not compatible, data COMS brake down.
> Why so unreliable ?
CAN transceiver chips automatically self-adapt to a narrow range of voltage after getting powered up. When signals fall out of that range the results are slow, marginal and finally impossible coms.
This resumes the generic COM faults we are familiar with.
It progressively gets worse, little by little gently until functionality is entirely lost... tow-truck business.
> MB implementation of unstable voltage:
We did not get short-changed here. We got death by thousand's cuts...
We've got a generous gamut of sources combined to impact both reliability + basic performance.
- Dynamic voltage swings: 12.6/14.9v
- Deep drain while driving: 11.v/90A yoyo
- Solderless oxidized: resistive connections
- Drained while parked: delta thresholds
- Painted GND posts: swinging reference
- Mismatched star branches: floating or clamped down.
It's so well combined that it may be confusing... So I help with simplicity:
REBOOT + FLOAT...
(ALT-LIN is non-stock "experimental" option)
> Why does voltage matter?
A fixed narrow voltage range is important because its the fundamental requirement to sustain reliable COMS.
Instead of our chassis being impervious to normal voltage variations, it is carefully made extra sensitive to it.
> Voltage impact ECU+TCU timings:
-- A mature string of voltage chaos is used to disrupt the engine core GDI timings + bangy tranny.
-- The genesis of CAN-C disruption is Bosch solderless ESP. It is staged to be the top brain in control of this chassis.
-- ESP stumbles answering ECU/TCU busy non-stop queries stream about each wheel Rpm's.
> How do I know...
I got tired of selling dealer "could not reproduce" rehearsed lip service when I showed them snapshot 12.1V display, the banging tranny and limp-mode.
I got to wonder why can't new Mercedes run as well as Bosch siblings "Made in Japan" ?
I set to fix my new MB and now it is nearly Japanese grade.
I have experimentaly soldered my stock ESP + ISM near 30k.Mi: it positively canceled "high bandwidth" CAN-C delays for No traffic bottlenecks !!
Everything wrong was built to be defective from factory... that explains why dealers have a real hard time undoing specific factory defects under warranty.
Enjoy reliable voltage.
Last edited by CaliBenzDriver; Mar 15, 2025 at 11:10 PM.
MBWorld God!
Joined: Dec 2019
Posts: 32,217
Likes: 6,276
> How low/variable/unstable voltage is used to disrupts CAN modules and why chassis Reboot resets this chaos ?
Here we are dealing with a collection of basic factors rolled up to create wholesome chaos.
Everything separately is pretty simple until its all stringed together to make unstable modules misbehave. This is precisely the reason why great transmissions shift poorly: delayed sync.
> SIMPLE SHORTCUT:
-- FLOAT BATTERY + REBOOT CHASSIS bi-monthly
-- or better disconnect batts off season when vehicle is not driven.
> Root Causes:
CAN modules interoperate with shared differential voltages. This guarantees immunity to harsh noisy environments.
When the range of thresholds are not compatible, data COMS brake down.
> Why so unreliable ?
CAN transceiver chips automatically self-adapt to a narrow range of voltage after getting powered up. When signals fall out of that range the results are slow, marginal and finally impossible coms.
This resumes the generic COM faults we are familiar with.
It progressively gets worse, little by little gently until functionality is entirely lost... tow-truck business.
> MB implementation of unstable voltage:
We did not get short-changed here. We got death by thousand's cuts...
We've got a generous gamut of sources combined to impact both reliability + basic performance.
It's so well combined that it may be confusing... So I help with simplicity:
REBOOT + FLOAT...
(ALT-LIN is non-stock "experimental" option)
> Why does voltage matter?
A fixed narrow voltage range is important because its the fundamental requirement to sustain reliable COMS.
Instead of our chassis being impervious to normal voltage variations, it is carefully made extra sensitive to it.
> Voltage impact ECU+TCU timings:
-- A mature string of voltage chaos is used to disrupt the engine core GDI timings + bangy tranny.
-- The genesis of CAN-C disruption is Bosch solderless ESP. It is staged to be the top brain in control of this chassis.
-- ESP stumbles answering ECU/TCU busy non-stop queries stream about each wheel Rpm's.
> How do I know...
I got tired of selling dealer "could not reproduce" rehearsed lip service when I showed them snapshot 12.1V display, the banging tranny and limp-mode.
I got to wonder why can't new Mercedes run as well as Bosch siblings "Made in Japan" ?
I set to fix my new MB and now it is nearly Japanese grade.
I have experimentaly soldered my stock ESP + ISM near 30k.Mi: it positively canceled "high bandwidth" CAN-C delays for No traffic bottlenecks !!
Everything wrong was built to be defective from factory... that explains why dealers have a real hard time undoing specific factory defects under warranty.
Enjoy reliable voltage.
Here we are dealing with a collection of basic factors rolled up to create wholesome chaos.
Everything separately is pretty simple until its all stringed together to make unstable modules misbehave. This is precisely the reason why great transmissions shift poorly: delayed sync.
> SIMPLE SHORTCUT:
-- FLOAT BATTERY + REBOOT CHASSIS bi-monthly
-- or better disconnect batts off season when vehicle is not driven.
> Root Causes:
CAN modules interoperate with shared differential voltages. This guarantees immunity to harsh noisy environments.
When the range of thresholds are not compatible, data COMS brake down.
> Why so unreliable ?
CAN transceiver chips automatically self-adapt to a narrow range of voltage after getting powered up. When signals fall out of that range the results are slow, marginal and finally impossible coms.
This resumes the generic COM faults we are familiar with.
It progressively gets worse, little by little gently until functionality is entirely lost... tow-truck business.
> MB implementation of unstable voltage:
We did not get short-changed here. We got death by thousand's cuts...
We've got a generous gamut of sources combined to impact both reliability + basic performance.
- Dynamic voltage swings: 12.6/14.9v
- Deep drain while driving: 11.v/90A yoyo
- Solderless oxidized: resistive connections
- Drained while parked: delta thresholds
- Painted GND posts: swinging reference
- Mismatched star branches: floating or clamped down.
It's so well combined that it may be confusing... So I help with simplicity:
REBOOT + FLOAT...
(ALT-LIN is non-stock "experimental" option)
> Why does voltage matter?
A fixed narrow voltage range is important because its the fundamental requirement to sustain reliable COMS.
Instead of our chassis being impervious to normal voltage variations, it is carefully made extra sensitive to it.
> Voltage impact ECU+TCU timings:
-- A mature string of voltage chaos is used to disrupt the engine core GDI timings + bangy tranny.
-- The genesis of CAN-C disruption is Bosch solderless ESP. It is staged to be the top brain in control of this chassis.
-- ESP stumbles answering ECU/TCU busy non-stop queries stream about each wheel Rpm's.
> How do I know...
I got tired of selling dealer "could not reproduce" rehearsed lip service when I showed them snapshot 12.1V display, the banging tranny and limp-mode.
I got to wonder why can't new Mercedes run as well as Bosch siblings "Made in Japan" ?
I set to fix my new MB and now it is nearly Japanese grade.
I have experimentaly soldered my stock ESP + ISM near 30k.Mi: it positively canceled "high bandwidth" CAN-C delays for No traffic bottlenecks !!
Everything wrong was built to be defective from factory... that explains why dealers have a real hard time undoing specific factory defects under warranty.
Enjoy reliable voltage.
