P06DA00 Code, M276 Engine, Need Clarification
Joined: Nov 2016
Posts: 7,847
Likes: 3,495
From: Maryland
2015 SL400 (M276 Turbo), 2014 C350 Sport (M276 NA), 2004 SL500 (M113), 2004 Audi TT225 (BEA)
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
. (You want V3.0, NOT MB II)
Joined: Nov 2016
Posts: 7,847
Likes: 3,495
From: Maryland
2015 SL400 (M276 Turbo), 2014 C350 Sport (M276 NA), 2004 SL500 (M113), 2004 Audi TT225 (BEA)
As mentioned above, P06DA00 by itself will not illuminate the CEL. If you do have a CEL, there is something else causing it. That's why you need your own Mercedes-specific diagnostic tool.
Joined: Nov 2016
Posts: 7,847
Likes: 3,495
From: Maryland
2015 SL400 (M276 Turbo), 2014 C350 Sport (M276 NA), 2004 SL500 (M113), 2004 Audi TT225 (BEA)
The location of the connector is the same on all M276 engines, 3.5L and 3.0L bi-turbo. BUT, if you think you have a problem with you VVT, don't ignore that. Or are you thinking it's related to the oil pressure at 2 bar below 3500 rpm?
MBWorld Fanatic!
Joined: May 2021
Posts: 2,524
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From: US
2008 E350, 2012 ML350, 2014 E350, 2015 ML350
I would scan the vehicle first to see if the P06DA00 is there or not. If not,
1 - Record the current noise
2 - Disconnect the solenoid and test the car on similar conditions as when you record for (1). Say cold if started (1) cold
3 - Record the new sound
Post your finding, and all here can comment on the next step
Out Of Control!!
Joined: Apr 2019
Posts: 11,921
Likes: 6,769
From: Silicon Valley
W212 MY'14 M276-3.5NA @75kMi
TO OIL or NOT TO OIL....
If you have the quiet P06DA00 code you are golden, nothing more to disconnect.
If CEL is ON... that is a #1 top priority.
Nothing else maters but to fix that ASAP before luck turns.
> BANG-BANG... $$$$
The marginal oil pressure helps ruin the VVT lock pin to rattle the HPFP camshaft. Given enough time repeated impacts will shift the loose reluctor plate to cause CPS correlation codes.
There's no question this expensive string of failures is best dealt with early at the root. That's what P06DA00 provides!
Yesterday YouTube offered me a refresher on M278 managed oiling.
The underlubed overheated exhaust camshaft provided shaving particles to damage oil pump and plugged crankshaft oiling ports - This resulted in catastrophic spun-bearings.
But that's not exactly correct!!
- The camshaft steel material is magnetic.... instead the shavings that plugged crankshaft are actually from the aluminum pistons
- We can clearly see contacts on the valley side where single squirters are located but disabled to "save petrol" - LOL.
So we know who these engines killers are... pistons aluminum floaters. Scored cylinders witness wasted pistons.
If CEL is ON... that is a #1 top priority.
Nothing else maters but to fix that ASAP before luck turns.
> BANG-BANG... $$$$
The marginal oil pressure helps ruin the VVT lock pin to rattle the HPFP camshaft. Given enough time repeated impacts will shift the loose reluctor plate to cause CPS correlation codes.
There's no question this expensive string of failures is best dealt with early at the root. That's what P06DA00 provides!
The underlubed overheated exhaust camshaft provided shaving particles to damage oil pump and plugged crankshaft oiling ports - This resulted in catastrophic spun-bearings.
But that's not exactly correct!!
- The camshaft steel material is magnetic.... instead the shavings that plugged crankshaft are actually from the aluminum pistons
- We can clearly see contacts on the valley side where single squirters are located but disabled to "save petrol" - LOL.
So we know who these engines killers are... pistons aluminum floaters. Scored cylinders witness wasted pistons.
Last edited by CaliBenzDriver; Nov 29, 2023 at 04:50 PM.
Out Of Control!!
Joined: Apr 2019
Posts: 11,921
Likes: 6,769
From: Silicon Valley
W212 MY'14 M276-3.5NA @75kMi
.... WRONG THREAD !
> Low pressure does cause VVT rattles
however
> Normal pressure does not reverse damage.
>> In plain English: solenoid does not fix anything.
The sooner rattle is repaired the less expensive it can be.
When my car was under warranty, a couple times my M276 did serious cold start rattle after sitting two weeks...
My MB dealer advisor said:
"that's no problem... don't worry about it!"
- Well trained sales professionals. The reality is the opposite: fix it ASAP for cheap instead of a BIG TAB later
Your engine needs a few parts :
- Tensioners x2 : quick & cheap!!
- (VVT Gear x1 or 2 or 4) as needed
- (Camshafts x1 or 2 or 4) " "
Intake/exhaust camshafts:
- The reluctor plate affects intake CS
- The shaving happens on exhaust CS
Hope things go down well
🤞
Last edited by CaliBenzDriver; Nov 30, 2023 at 11:01 AM.
Newbie
Joined: Nov 2023
Posts: 3
Likes: 2
From: Alberta
Mercedes C300 Y2019
Hello! The CEL was illuminated on my C300 4Matic 2019/60k kms last week, and when the diagnosis was done by the MB dealer, code P06DA00 came up along with an estimate of C$ 3K to fix the issue. The issue being " The Actuation of the oil pump in the combustion engine has electrical faults. Performed test with Xentry diagnostic tool and found faulty oil pump valve and wiring sub harness"
Since the diagnosis, the CEL has not illuminated and the vehicle seems to be running fine. I read through the posts and replies on this topic and I gather that if CEL does not illuminate again , the P06DA00 code can be ignored and no repairs need to be done for now.
Is my understanding correct? The estimate from dealer says "Test performed", is it the same guided test that MB mentions in summary you had posted? I do not do repairs myself and am totally dependent on the dealer and hence my basic questions here. The standard warranty of the vehicle has expired and the 3rd party extended warranty that I have (unfortunately ) does not cover this issue!
Would you recommend getting the issue fixed or ignore it until I see the CEL again?
Any advice or expert opinion from the forum members would certainly help me take a decision.
Thanks.
Since the diagnosis, the CEL has not illuminated and the vehicle seems to be running fine. I read through the posts and replies on this topic and I gather that if CEL does not illuminate again , the P06DA00 code can be ignored and no repairs need to be done for now.
Is my understanding correct? The estimate from dealer says "Test performed", is it the same guided test that MB mentions in summary you had posted? I do not do repairs myself and am totally dependent on the dealer and hence my basic questions here. The standard warranty of the vehicle has expired and the 3rd party extended warranty that I have (unfortunately ) does not cover this issue!
Would you recommend getting the issue fixed or ignore it until I see the CEL again?
Any advice or expert opinion from the forum members would certainly help me take a decision.
Thanks.
Last edited by Vitreo; Dec 2, 2023 at 12:34 AM. Reason: Typos corrected; Added info on mileage
Newbie
Joined: Nov 2023
Posts: 3
Likes: 2
From: Alberta
Mercedes C300 Y2019
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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Joined: Nov 2016
Posts: 7,847
Likes: 3,495
From: Maryland
2015 SL400 (M276 Turbo), 2014 C350 Sport (M276 NA), 2004 SL500 (M113), 2004 Audi TT225 (BEA)
There is a following gathering to disconnect this solenoid and so far everyone has seen nothing but improvement in engine performance, especially on the low end. I think it is disingenuous for the dealer to charge $3000 CND for a non-essential repair. The document from Mercedes says the code should be ignored and the CEL will not illuminate from this fault alone. So, if you have a CEL, it's not because of the solenoid. I have disconnected the wire for the solenoid on both my 2015 SL400 and 2014 C350, and am enjoying better responsiveness from both engines. If it were my $2000 US or $3000 CDN, I'd put some of the money into the lifetime service membership with @BenzNinja and get an honest answer about your car when there is a problem.
If you haven's seen this thread, take a look: https://mbworld.org/forums/w212-amg/...solenoids.html
If you haven's seen this thread, take a look: https://mbworld.org/forums/w212-amg/...solenoids.html
Out Of Control!!
Joined: Apr 2019
Posts: 11,921
Likes: 6,769
From: Silicon Valley
W212 MY'14 M276-3.5NA @75kMi
The dealerships work hard to keep the value of these cars using genuine OEM parts.
The ECU engine control is really quick at flagging all the needed repairs.
These faults got to be worth fixing
The ECU engine control is really quick at flagging all the needed repairs.
Last edited by CaliBenzDriver; Dec 2, 2023 at 05:51 AM.
Member
Joined: May 2010
Posts: 89
Likes: 12
2003 E320 4matic wagon
The ship has sailed:
> Low pressure does cause VVT rattles
however
> Normal pressure does not reverse damage.
>> In plain English: solenoid does not fix anything.
The sooner rattle is repaired the less expensive it can be.
When my car was under warranty, a couple times my M276 did serious cold start rattle after sitting two weeks...
My MB dealer advisor said:
"that's no problem... don't worry about it!"
- Well trained sales professionals. The reality is the opposite: fix it ASAP for cheap instead of a BIG TAB later
Your engine needs a few parts :
Intake/exhaust camshafts:
Hope things go down well
🤞
> Low pressure does cause VVT rattles
however
> Normal pressure does not reverse damage.
>> In plain English: solenoid does not fix anything.
The sooner rattle is repaired the less expensive it can be.
When my car was under warranty, a couple times my M276 did serious cold start rattle after sitting two weeks...
My MB dealer advisor said:
"that's no problem... don't worry about it!"
- Well trained sales professionals. The reality is the opposite: fix it ASAP for cheap instead of a BIG TAB later
Your engine needs a few parts :
- Tensioners x2 : quick & cheap!!
- (VVT Gear x1 or 2 or 4) as needed
- (Camshafts x1 or 2 or 4) " "
Intake/exhaust camshafts:
- The reluctor plate affects intake CS
- The shaving happens on exhaust CS
Hope things go down well
🤞
Solid guidance here CaliBenzDriver, thank you.
Question: 2014 GL550 with 203k miles here. The car is a keeper for us - use it for many activities.
Would you have the same recommendations to change out these parts at this stage of the engine overall life? How many miles do you think these 276 engines can go? I have not read or seen overall longevity mileage numbers. I plan to rebuild in future, somewhere. I don’t have tools for that process. Any recommendations for rebuild + ?
Out Of Control!!
Joined: Apr 2019
Posts: 11,921
Likes: 6,769
From: Silicon Valley
W212 MY'14 M276-3.5NA @75kMi
Solid guidance here CaliBenzDriver, thank you.
Question: 2014 GL550 with 203k miles here. The car is a keeper for us - use it for many activities.
Would you have the same recommendations to change out these parts at this stage of the engine overall life?
How many miles do you think these 276 engines can go?
I have not read or seen overall longevity mileage numbers. I plan to rebuild in future, somewhere. I don’t have tools for that process. Any recommendations for rebuild + ?
Question: 2014 GL550 with 203k miles here. The car is a keeper for us - use it for many activities.
Would you have the same recommendations to change out these parts at this stage of the engine overall life?
How many miles do you think these 276 engines can go?
I have not read or seen overall longevity mileage numbers. I plan to rebuild in future, somewhere. I don’t have tools for that process. Any recommendations for rebuild + ?
Open a different thread and ppl will help you doctor issues out of your chassis to go 300kMi... coolant pipes!
These tensioners are the cheapest non-ratcheting there are... easily replaced every 40kMi. They leak pressure out to initiate the VVT, Camshaft damages.
Super Member
Joined: Nov 2008
Posts: 604
Likes: 29
From: SA
2008 C350-Sport-AMG-Active Agility Pack(Not reliable) +Izuzu KB6 3L(It seems Reliable)+Mazda
So in my books I consider this Smart Engineering Sabotage.
-Educated does not mean intelligent.
-Experience brings intelligence to the front.
-Ignoring experience you stuck as educated.
-Educated does not mean intelligent.
-Experience brings intelligence to the front.
-Ignoring experience you stuck as educated.
Out Of Control!!
Joined: Apr 2019
Posts: 11,921
Likes: 6,769
From: Silicon Valley
W212 MY'14 M276-3.5NA @75kMi
All the OEM are working to develop greater revenue streams from their sofisticated products: more brakes, more tires, more rims, more rebuilt parts (engines, racks, alternators, pumps, modules....)
We like MB because everyone knows they are expensive to own!
Super Member
Joined: Nov 2008
Posts: 604
Likes: 29
From: SA
2008 C350-Sport-AMG-Active Agility Pack(Not reliable) +Izuzu KB6 3L(It seems Reliable)+Mazda
Yes, that's true
All the OEM are working to develop greater revenue streams from their sofisticated products: more brakes, more tires, more rims, more rebuilt parts (engines, racks, alternators, pumps, modules....)
We like MB because everyone knows they are expensive to own!
All the OEM are working to develop greater revenue streams from their sofisticated products: more brakes, more tires, more rims, more rebuilt parts (engines, racks, alternators, pumps, modules....)
We like MB because everyone knows they are expensive to own!
Newbie
Joined: Mar 2024
Posts: 5
Likes: 0
C300 4Matic
> CONGRATULATIONS:
You have the best failure you'll ever get ! Your engine is now graced with normal oil pressure for pistons cooling, lubricating camshafts journals and supplying VVT Phasers with working pressure.
The bad thing to do would be to repair that failed solenoid without realizing the benefits.
When solenoid harness fails, the oil pump produces only normal pressure output instead of reduced idling low pressure.
You have the best failure you'll ever get ! Your engine is now graced with normal oil pressure for pistons cooling, lubricating camshafts journals and supplying VVT Phasers with working pressure.
The bad thing to do would be to repair that failed solenoid without realizing the benefits.
When solenoid harness fails, the oil pump produces only normal pressure output instead of reduced idling low pressure.
I'm also wondering how SPORT AND SPORT+ modes affect this valve.
MBWorld Fanatic!
Joined: May 2021
Posts: 2,524
Likes: 2,041
From: US
2008 E350, 2012 ML350, 2014 E350, 2015 ML350
What test was done to know the valve is stuck open? Measured oil pressure with a gauge at the oil filter housing? There is no data in the computer for the oil pressure on these engines
Newbie
Joined: Mar 2024
Posts: 5
Likes: 0
C300 4Matic
Thanks for the reply. . No test just a fear. I am a total newbie here and not technical, but thankful for the knowledge!!
My car is 2017 C300 (M274) with 55,000 miles. Shop is quoting 4K USD.
I see an earlier post from CaliBenzDriver "During engine startup the ECU triggers normal pressure to help refill the hydraulic tensioners and drained VVT gears." so appears disconnecting the solenoid does just stop the oil pressure starvation. Going to try.
Other code is P012800 coolant below spec which could be what lit the CEL (although it is historical). Seems this could be ECT sensor or thermostat.
My car is 2017 C300 (M274) with 55,000 miles. Shop is quoting 4K USD.
I see an earlier post from CaliBenzDriver "During engine startup the ECU triggers normal pressure to help refill the hydraulic tensioners and drained VVT gears." so appears disconnecting the solenoid does just stop the oil pressure starvation. Going to try.
Other code is P012800 coolant below spec which could be what lit the CEL (although it is historical). Seems this could be ECT sensor or thermostat.
Out Of Control!!
Joined: Apr 2019
Posts: 11,921
Likes: 6,769
From: Silicon Valley
W212 MY'14 M276-3.5NA @75kMi
Thanks for the reply. . No test just a fear. I am a total newbie here and not technical, but thankful for the knowledge!!
My car is 2017 C300 (M274) with 55,000 miles. Shop is quoting 4K USD.
I see an earlier post from CaliBenzDriver "During engine startup the ECU triggers normal pressure to help refill the hydraulic tensioners and drained VVT gears." so appears disconnecting the solenoid does just stop the oil pressure starvation. Going to try.
Other code is P012800 coolant below spec which could be what lit the CEL (although it is historical). Seems this could be ECT sensor or thermostat.
My car is 2017 C300 (M274) with 55,000 miles. Shop is quoting 4K USD.
I see an earlier post from CaliBenzDriver "During engine startup the ECU triggers normal pressure to help refill the hydraulic tensioners and drained VVT gears." so appears disconnecting the solenoid does just stop the oil pressure starvation. Going to try.
Other code is P012800 coolant below spec which could be what lit the CEL (although it is historical). Seems this could be ECT sensor or thermostat.
This oil pump solenoid topic is new to you and your understanding is forcing you to spend a big bundle to get this repaired.
Chances are this is what's creating your CEL FAULT... unless something additional is acting up actively.
MBWorld Fanatic!
Joined: May 2021
Posts: 2,524
Likes: 2,041
From: US
2008 E350, 2012 ML350, 2014 E350, 2015 ML350
Thanks for the reply. . No test just a fear. I am a total newbie here and not technical, but thankful for the knowledge!!
My car is 2017 C300 (M274) with 55,000 miles. Shop is quoting 4K USD.
I see an earlier post from CaliBenzDriver "During engine startup the ECU triggers normal pressure to help refill the hydraulic tensioners and drained VVT gears." so appears disconnecting the solenoid does just stop the oil pressure starvation. Going to try.
Other code is P012800 coolant below spec which could be what lit the CEL (although it is historical). Seems this could be ECT sensor or thermostat.
My car is 2017 C300 (M274) with 55,000 miles. Shop is quoting 4K USD.
I see an earlier post from CaliBenzDriver "During engine startup the ECU triggers normal pressure to help refill the hydraulic tensioners and drained VVT gears." so appears disconnecting the solenoid does just stop the oil pressure starvation. Going to try.
Other code is P012800 coolant below spec which could be what lit the CEL (although it is historical). Seems this could be ECT sensor or thermostat.
Newbie
Joined: Mar 2024
Posts: 5
Likes: 0
C300 4Matic
Thank you both and other contributors, and thank you juanmor40 for the TBS for the P012800.
The shortcut mentioned earlier I assume means leave it as is and it should be fine. No need for disconnect and zip tie.
I drove around town, noticed the engine feels more like a normal engine and less like a glider - but could it all be in my head I don't know. It will take a while for me to do 1000 miles as I live in a small town and don't drive much. Kept the rev <3000 today and will be gentle on her for a while.
If the coolant code can't be any good I will leave it alone as well, unless it comes back. Check engine light is still on so may need to get a diagnostic tool of my own.
Oh they also said a software update ($500) resolves the issue in 25/500 cases, a very specific number I have no idea where it came from.
Appreciate this thread which has been eye-opening to say the least.
The shortcut mentioned earlier I assume means leave it as is and it should be fine. No need for disconnect and zip tie.
I drove around town, noticed the engine feels more like a normal engine and less like a glider - but could it all be in my head I don't know. It will take a while for me to do 1000 miles as I live in a small town and don't drive much. Kept the rev <3000 today and will be gentle on her for a while.
If the coolant code can't be any good I will leave it alone as well, unless it comes back. Check engine light is still on so may need to get a diagnostic tool of my own.
Oh they also said a software update ($500) resolves the issue in 25/500 cases, a very specific number I have no idea where it came from.
Appreciate this thread which has been eye-opening to say the least.
Out Of Control!!
Joined: Apr 2019
Posts: 11,921
Likes: 6,769
From: Silicon Valley
W212 MY'14 M276-3.5NA @75kMi
[QUOTE=MMC300;8938824]....
Oh they also said a software update ($500) resolves the issue in 25/500 cases, a very specific number I have no idea where it came from.
....[/QUOTE]
As much as I care for bug fixing updates, the 1Hr update is exactly what you may not want - People have reported getting CEL for P06DA00 after ECU update. I am not aware of any new positive improvements like normal oil pressure.
Oil delivery can not be a race. Gallons of oil can not be pushed all around instantly - Slow wins the race!
I think one of the big deal with normal pressure is the absence of .... air pocket of cavitation bubles within the oil flow.
A lot of exploded cylinders are in #1 + #5 positions, not furthest away as common sense would have it.
I wouldn't mind seeing a pressure regulared supply conduit dedicated to hydraulics. Right now VVT Solenoid are tasked to do that without knowledge of what pressure tgey are working with.
The ECU commands pulses of oil to position camshafts where CPS say they are currently. HPFP sharp lobes make Bank1 intake positioning a real rodeo.
Tensioner bearing-seal is getting a workout to leak pressure. Thankfully "normal pressure" helps smooth out these marginal conditions.
The whole concept of low oil pressure is poorly executed. Tensioner and VVT should use an oil free design. Squirters should be controlled independently of a simple gear pump.
No need to complicate good things to make them worse. The right way is to make good things for less.
Oh they also said a software update ($500) resolves the issue in 25/500 cases, a very specific number I have no idea where it came from.
....[/QUOTE]
As much as I care for bug fixing updates, the 1Hr update is exactly what you may not want - People have reported getting CEL for P06DA00 after ECU update. I am not aware of any new positive improvements like normal oil pressure.
Oil delivery can not be a race. Gallons of oil can not be pushed all around instantly - Slow wins the race!
I think one of the big deal with normal pressure is the absence of .... air pocket of cavitation bubles within the oil flow.
A lot of exploded cylinders are in #1 + #5 positions, not furthest away as common sense would have it.
I wouldn't mind seeing a pressure regulared supply conduit dedicated to hydraulics. Right now VVT Solenoid are tasked to do that without knowledge of what pressure tgey are working with.
The ECU commands pulses of oil to position camshafts where CPS say they are currently. HPFP sharp lobes make Bank1 intake positioning a real rodeo.
Tensioner bearing-seal is getting a workout to leak pressure. Thankfully "normal pressure" helps smooth out these marginal conditions.
The whole concept of low oil pressure is poorly executed. Tensioner and VVT should use an oil free design. Squirters should be controlled independently of a simple gear pump.
No need to complicate good things to make them worse. The right way is to make good things for less.
Last edited by CaliBenzDriver; Mar 13, 2024 at 03:00 PM.
Joined: Nov 2016
Posts: 7,847
Likes: 3,495
From: Maryland
2015 SL400 (M276 Turbo), 2014 C350 Sport (M276 NA), 2004 SL500 (M113), 2004 Audi TT225 (BEA)
Out Of Control!!
Joined: Apr 2019
Posts: 11,921
Likes: 6,769
From: Silicon Valley
W212 MY'14 M276-3.5NA @75kMi
Junior Member
Joined: Jul 2009
Posts: 21
Likes: 1
From: DFW, Texas
2015 ML400, 2012 CLS550
WOW
WOW, thank you all so much for sharing this. I've been driving MB for 20+years, the 276/ 278 for awhile, probably 6+ 320/350/400/550 and was not aware of this at all. Just disconnected by sensor from my CLS550, scanned for codes, got the P06DA00 and took it for a test ride. Man she rips! It has always been a spirited car and its not like a tune but it is much more responsive to me and my SOTP dyno feels improved. I also have piece of mind I have proper oil pressure at all times not just when I'm stomping on it, frankly I'm doing 70 on backroads and I'm only at 1700ish RPM. Anyway, thanks for the heads up on this tweak. Now I can't wait for my wife to be home to "force a code" on her ML400. Thanks again, Tim
