P06DA00 Code, M276 Engine, Need Clarification
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2025 AMG E 53 (on order); 2018 GLC300 4Matic; 2003 360 Modena
It is a 2018 GLC 300 with 15,000 miles, just purchased, and is a daily driver unlike the first owner. And the oil just changed per the updated oil spec for M274.
Last edited by kjb55; 11-06-2023 at 06:02 PM.
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MY'14 W212 M276 3.5NA @60kMi
15kMi engine
That causes reduced compression, high blow-by pressure blowing seals, oil consumption plugging O2+Cats.
Your personal incentive is to keep it that way
When pistons are cooled normally, they don't burn oil on the spot.
Oil circulates back down into crankcase to get cooled through the heat exchanger.
Happy ownership!
Last edited by CaliBenzDriver; 11-06-2023 at 06:28 PM.
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2015 SL400 (M276 Turbo), 2014 C350 Sport (M276 NA), 2004 SL500 (M113), 2004 Audi TT225 (BEA)
The TSB identifies only late model M274 engines, not the M276. It does not appear that the M276 has this "feature". Does it?
EDIT: Apparently, the M276 also has this solenoid. I wonder why the TSB did not include it.
EDIT: Apparently, the M276 also has this solenoid. I wonder why the TSB did not include it.
Last edited by JettaRed; 11-07-2023 at 08:03 AM.
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Last edited by juanmor40; 11-07-2023 at 09:08 AM.
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CaliBenzDriver (11-07-2023)
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MY'14 W212 M276 3.5NA @60kMi
"no solenoid --> no problem"
By default the normal pressure output is enabled. The solenoid needs to activated to shift the pump in Low pressure output.
That means it is fail-safe design without the need for control, the output is safe.
The troubles start when ECU software guys comand low-oil under 3500.RPM... that when things begin to smoke!
Low pressure disable piston spray squirters. These are only active above 20psi to preserve available pressure for other parts of the engine. That leads to piston overheat.... you know the rest.
Low pressure for idling... no problem.
Do you know....
-- What is the difference between a good idea and a bad one?
-- To sort out if an idea is good or bad, you simply test it to find what real test evidence show. You then analyze REALITY and decide pass/fail vs. test criteria!
In that sense keeping oil pump output set for low pressure up to 3500Rpm is not good as evidence show.
This creates a range of lubrication issues from mild to catastrophic. The only purpose this serve is to limit vehicle life by software.
Last edited by CaliBenzDriver; 11-07-2023 at 11:57 AM.
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I have not seen the internal harness for the M276 in any diagram, see what is available in EPC. Perhaps there is no internal harness?
On the question about what engines do use this valve, you will be surprised. Nearly all the recent MB line: L4, V6, V8, etc .. See here under vehicle fitment
https://mbparts.mbusa.com/oem-parts/...lve-2781800415
Last edited by juanmor40; 11-07-2023 at 12:21 PM.
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CaliBenzDriver (11-07-2023)
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Thanks again to a lot of hard work from the contributors above. I disconnected the sensor last night, removed it from the crimp connect at the face of the engine and zip tied the wire to the wiring that it branched off of to the left. Sealed that connector and stuffed a foam insert into the sensor to protect that connector cavity from collecting dirt. I'm religious with oil changes at 5k, using Mobil1 5w-40 with the SN+/SP rating as discussed in other posts and MANN oil filter. Mileage = 15,003 miles (not KM). I'll report back.
Next - I'll look into the M276 in my 2016 E350 coming up on 35,000 miles and oil change.
Next - I'll look into the M276 in my 2016 E350 coming up on 35,000 miles and oil change.
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CaliBenzDriver (11-07-2023)
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It can be retarded, or accelerated by a service pack, sorry in MB speak is called a software upgrade during an oil service, . MB could basically control the lifetime of the engine at will. I cannot imagine what an OTA upgrade could do.
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CaliBenzDriver (11-07-2023)
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MY'14 W212 M276 3.5NA @60kMi
easy upgrade
Unfortunately replacing engine would not address any of the root cause... low oil while driving.
Driving cars around on marginal oil pressure serves no positive purpose for vehicle owners. I can not find any good reason to limit oil circulation while driving.
The novel way ECU manages pump solenoid remains flawed.
Bosch is trying to figure out the minimum lubrication an engine can tolerate while cruising. Bursts of Normal pressure are enabled based on a set of factors ECU controls (engine Load, Coolant Temp, xyz) -
Low lubrication control is a perilous idea to design.
Heat stressed pistons need lubrication for cooling and friction control.
The software in charge of solenoid logic is causing unnecessary impacts as highlighted eaier. Who knows exactly what conditions are coded in there. I can not guess what extra good or bad is involved - It appears fairly untested...
What happens to the oil logic when the temp sensors disfunction with open value (we've seen that in HVAC)... Default not set, lube stays disabled for lack of high temp value to enable it ? Who knows, this is not open source code. It cost millions to spin reliable code builds.
I am not going to concider updating my "production grade" ECU code without release notes of what got changed. I know super well how most "bug patches" get released: in a hury on a shoe-string .
Disabling pump solenoid entirely satisfies my testing above and beyond. Normal pressure has truly transformed my engine driveability both City/Hwy.
My engine has become a real pleasure to drive. Gas pedal is super responsive is. trims are perfect
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MY'14 W212 M276 3.5NA @60kMi
protecting open connector...?
Thanks again to a lot of hard work from the contributors above.
I disconnected the sensor last night, removed it from the crimp connect at the face of the engine and zip tied the wire to the wiring that it branched off of to the left.
Sealed that connector and stuffed a foam insert into the sensor to protect that connector cavity from collecting dirt.
I'm religious with oil changes at 5k, using Mobil1 5w-40 with the SN+/SP rating as discussed in other posts and MANN oil filter. Mileage = 15,003 miles (not KM).
I'll report back.
Next - I'll look into the M276 in my 2016 E350 coming up on 35,000 miles and oil change.
I disconnected the sensor last night, removed it from the crimp connect at the face of the engine and zip tied the wire to the wiring that it branched off of to the left.
Sealed that connector and stuffed a foam insert into the sensor to protect that connector cavity from collecting dirt.
I'm religious with oil changes at 5k, using Mobil1 5w-40 with the SN+/SP rating as discussed in other posts and MANN oil filter. Mileage = 15,003 miles (not KM).
I'll report back.
Next - I'll look into the M276 in my 2016 E350 coming up on 35,000 miles and oil change.
For now engine internals are going to get cleaned. Burnt oil residues will get captured.
Next oil change will stay clean longer and not get burned into carbon under 500miles.
Can you help us detail how you caped the open connectors - Mine is disconnected and tied down but I know its collecting contaminants.
How to keep this clean?? (plug it back + cut one side wire )
I have not done anything there...
#36
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Geez it's hard to get pictures. I circled in red the male plug sealed off with electrical tape. 1st over the male end, then wrapped around and zip tied, then zip tied to the wiring harness that is routed up and to the left. The sensor harness branches off of that loom. Then you can see the female clip and male end off the engine where it fastens. I did that extra step to be sure it's away from the pulley, but also much easier to tape up and fasten to the other wiring loom. The other pictures of the gray female with white center is the sensor to the left of the main crank pulley. It is stuffed with a piece of magic sponge sort of cut to size. It relatively easy to stuff it in, would also be easy to pick or vacuum out if needed.
End result, secured to wiring loom on the left with the male end taped off and tied.
the male end of the engine tab that the fastener clips on to. Further down and to the right is the sensor stuffed with foam.
Further back picture to give a view of the surrounding components.
End result, secured to wiring loom on the left with the male end taped off and tied.
the male end of the engine tab that the fastener clips on to. Further down and to the right is the sensor stuffed with foam.
Further back picture to give a view of the surrounding components.
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#37
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2015 SL400 (M276 Turbo), 2014 C350 Sport (M276 NA), 2004 SL500 (M113), 2004 Audi TT225 (BEA)
@kjb55 How does the car drive?
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MY'14 W212 M276 3.5NA @60kMi
serious transformation
@kjb55 How does the car drive?
How does the engine idle sound ?
Huge driveability improvements 1500Mi:
Its based on enough pressure being already available below 2500RPM to get VVT working precisely.
As VVT positioning allows it, ECU map allows more gas to be available.
This is huge because at highway speed engine is running between 1500 to 2500.RPM. Engine acts like endlessly responsive and powerful.
Gas pedal response is very firm, no need to squeeze much or kick down into RPM.
Cold starts are also smoother, use lower RPM and step down RPM faster without any nasty sounding clunkiness.
No burnt oil smell and responsive.... this is becoming a good car.
+++ DRY ENGINE WEAR...
I don't think better surface lubrication is perceivable during driving. We easily counter all frictions with more gasoline. That's what driving is all about to manage speed. Besides the whole engine is not totally dry while pump output is managed.
Not scoring cylinders, blowing up pistons or stuck rings is a long-term benefit unrelated to driveability.
👍
Last edited by CaliBenzDriver; 11-10-2023 at 05:05 PM.
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Another casualty of this solenoid, and not being aware of the TSB,
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CaliBenzDriver (11-11-2023)
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2015 SL400 (M276 Turbo), 2014 C350 Sport (M276 NA), 2004 SL500 (M113), 2004 Audi TT225 (BEA)
I made the “mod”. My impressions here. https://mbworld.org/forums/showthrea...1&goto=newpost
#41
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MY'14 W212 M276 3.5NA @60kMi
Knowledge Is Power
People are well trained: they see a fault and want it fixed. The best problems to fix are those concealed without faults.
++++ Such as....:
++++ Such as....:
- the ECU voltage YoYo
- the TCU delayed shifts (banging 3rd!)
- the VVT struggle with oil
- the CGW packing stored ghosts
- the KGo overzealous delayed alarm
Last edited by CaliBenzDriver; 11-13-2023 at 01:21 PM.
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juanmor40 (11-11-2023)
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Hello @CaliBenzDriver , I am looking at ordering a new connector and used it as a cap. I think it is this part number
https://mbparts.mbusa.com/oem-parts/...sing-295451026
There is no photo , but AliExpress has this
https://www.aliexpress.com/i/2251832...apt=4itemAdapt
https://mbparts.mbusa.com/oem-parts/...sing-295451026
There is no photo , but AliExpress has this
https://www.aliexpress.com/i/2251832...apt=4itemAdapt
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CaliBenzDriver (11-19-2023)
#43
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MY'14 W212 M276 3.5NA @60kMi
safe way to go
Hello @CaliBenzDriver , I am looking at ordering a new connector and used it as a cap. I think it is this part number
https://mbparts.mbusa.com/oem-parts/...sing-295451026
There is no photo , but AliExpress has this
https://www.aliexpress.com/i/2251832...apt=4itemAdapt
https://mbparts.mbusa.com/oem-parts/...sing-295451026
There is no photo , but AliExpress has this
https://www.aliexpress.com/i/2251832...apt=4itemAdapt
You know I am not too WIS/EPC savy to XRef P/N.
As of today .... I would not advise plugging solenoid back for fear of it jamming with shavings that may have accumulated in the oil conduite... that woud be bad karma...
I unplugged and won't back track even for a deep dive in a sub. with MS!
You know how the TSB says this is a good fault: that much is true - Let it rot unplugged. I too live a short distance from salty ocean.
Say you try it for a weekend and your have mixed results, then stick it back together, no rust!
Let me write you a safe higher mileage test procedure - PM.
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juanmor40 (11-20-2023)
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Hello @CaliBenzDriver , I am looking at ordering a new connector and used it as a cap. I think it is this part number
https://mbparts.mbusa.com/oem-parts/...sing-295451026
There is no photo , but AliExpress has this
https://www.aliexpress.com/i/2251832...apt=4itemAdapt
https://mbparts.mbusa.com/oem-parts/...sing-295451026
There is no photo , but AliExpress has this
https://www.aliexpress.com/i/2251832...apt=4itemAdapt
#45
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So, the bottom line is...
I've just spent the last couple of hours reading this and other similar threads, much to the annoyance of my wife who wants me to get on with tidying up my office. The reason for looking through these threads is that I've just had my 2018 GLC300 4Matic serviced at my M-B dealer. The amber engine light was on, so I had them do an (amazingly expensive) diagnostic test. The test came up with the P06DA00 code, and an estimate of over $2,000 (Cdn) for repair. The car was running okay, and I told them to leave that repair for the time being until I could either afford to have them do it, or find another aftermarket shop whose labour rate was a lot less.
My question is as follows: To judge from many of the contributions to this and other threads, it appears that the solenoid setup seems to have a retarding effect on engine power and driveability. Many contributors talk about much improved power after taping up the solenoid leads and just leaving it alone. Is this a recommended solution - should I just keep the $2,000 and enjoy a better drive, or are there side issues which may affect longevity? My car has about 80K km (50K miles) on it, and we intend to keep it for a few years.
Thanks for any replies.
My question is as follows: To judge from many of the contributions to this and other threads, it appears that the solenoid setup seems to have a retarding effect on engine power and driveability. Many contributors talk about much improved power after taping up the solenoid leads and just leaving it alone. Is this a recommended solution - should I just keep the $2,000 and enjoy a better drive, or are there side issues which may affect longevity? My car has about 80K km (50K miles) on it, and we intend to keep it for a few years.
Thanks for any replies.
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If you have read through everything here, there, and on the W212 AMG forum, you have your answer. Is the amber engine light still on? If so, it is not due to P06DA00. Do you have your own Mercedes scan tool? You probably could have purchased a good Mercedes-specific tool for less than you paid the dealership.
#47
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Thanks, JettaRed. You have put your finger on one of the issues that was causing me problems; the dealer's test diagnosed the problem as P06DA00, without any other issues showing up, but many of the posts on this thread say that that fault alone would not cause the amber warning light to come on. I don't have a Mercedes scan tool. What is it called, and where could I get one ?
Thanks
Thanks
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Thanks, JettaRed. You have put your finger on one of the issues that was causing me problems; the dealer's test diagnosed the problem as P06DA00, without any other issues showing up, but many of the posts on this thread say that that fault alone would not cause the amber warning light to come on. I don't have a Mercedes scan tool. What is it called, and where could I get one ?
Thanks
Thanks
Here is the summary from MB
It is very clear, to me , that the fault can be ignored UNLESS otherwise specified in the guided test.
Some members here never had the code, and went ahead and remove the connector. That should be no problem. HOWEVER, yours has a CEL and it has not been diagnosed to be something ELSE yet; therefore, the existing code cannot be dismissed w/o further confirmation. Fingers crossed is something else, but with 4 cylinder spotted history I would find a good MB independent mechanic and diagnose further. In particular cyl no 1, and boroscope if possible
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