JettaRed

iTrader: (1)

Here's a couple. Pretty inexpensive if you live in the US.


. (You want V3.0, NOT MB II)

JettaRed

iTrader: (1)

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.

JettaRed

iTrader: (1)

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?

juanmor40

It is possible, that the low pressure for this long already shortened the VVT life.

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

CaliBenzDriver

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.

CaliBenzDriver

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 :

• 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
🤞

Vitreo

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.

Vitreo

Hello! I have run into the same fault code, P06DA00, after the diagnosis from the local MB dealer.I have got an estimate of C$ 3k to fix the issue. The CEL has not illuminated since the diagnosis and I am on the fence about getting it fixed. I was wondering if you have decided to get it fixed through the dealership/aftermarket workshop or ignore it for now? Thanks.

JettaRed

iTrader: (1)

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

CaliBenzDriver

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

L&N Caravan

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 + ?

CaliBenzDriver

this thread is about lucky DTC code that preserves recipient engines.

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.

Moto_Guzzi

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.

CaliBenzDriver

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!
​​​​​​

Moto_Guzzi

The problem is overengineering decrease reliability, unnecessary costs as a result, waste of multiple resources as a result etc etc, those extra income streams now is going to hurt the future.....

MMC300

My understanding is the valve is stuck OPEN leading to continuous low pressure, which would not be good for the engine if true.
I'm also wondering how SPORT AND SPORT+ modes affect this valve.

juanmor40

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

MMC300

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.

CaliBenzDriver

The coolant code can't be any good.

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.

juanmor40

Here is the TBS for the P012800 for the M274.

MMC300

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.

CaliBenzDriver

[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.

JettaRed

iTrader: (1)

A 5% fix rate doesn't sound like it's worth $500. Who quoted that?

CaliBenzDriver

$500 for a downgrade update.... that's guaranteed overasking without warranty.

hem1tp

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