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I had the BenzNinja upgrade my cluster software on my S550 (M273 car so different generation of everything than this thread) and oil temp is a display I now have. Obviously I watch it because it's fun. Well, my thermostat was failing and sticking open too much. It wasn't super obvious on the coolant temp gauge (it was if you looked closely), but it was more obvious in the oil temp. I was able to see the oil temp struggle to get above 175 in many scenarios. After replacing my thermostat, oil temp climbs happily to 200 or so, sometimes more.
But guess what? No oil temp sensor on my S550. It's calculated. I have not done a test like shown above but based on the behavior of the display reading, I believe the model/calculation is fairly accurate. It is clearly NOT a made up number and is actually trying to model the actual oil temp based on engine load, rpm, external temp and coolant temp (because of the oil to coolant heat exchanger, and engine RPM dictates flow of each fluid through this heat exchanger so this can be easily modeled). If it was totally fake it would just warm up on a timer and wouldn't track coolant temp. To be clear when the thermostat would stick open, I could watch the coolant temp gauge drop. I would ALSO see this on the oil temp display. It's at least somewhat smart to drop after the engine warmed up (as opposed to a dummy timer or something).
Yes this was discussed before in this same thread. I think (?) if I recalled correctly only vehicles like the AMG S 63 has an actual oil temperature sensor, that said, the algorithm and the calculations all works and relatively accurate on the rest of the MB models so that is good.
just did it to my 15 s550, transmission is now shifting smoothly and will even cruise at 900 rpm. Most of the downshifts occur between 800 and 900 something that wasn't happening previously
just did it to my 15 s550, transmission is now shifting smoothly and will even cruise at 900 rpm. Most of the downshifts occur between 800 and 900 something that wasn't happening previously
I got an engine light that came on last week on my car that is just a generic code w/e that is called again ( i'm not at home to put the scan gun on the car ). I'm suspecting and hoping i'm wrong that oil is tripping one of the sensors from the cams
just did it to my 15 s550, transmission is now shifting smoothly and will even cruise at 900 rpm.
Most of the downshifts occur between 800 and 900 something that wasn't happening previously
Initially your gearbox has not made progress and keeps slugging the engine too low and still has limited oil pressure close to idle.
Eventually this should automatically get relearned with normal Rpm driving around 1750 where heat removal can become effective.
I got an engine light that came on last week on my car that is just a generic code w/e that is called again ( i'm not at home to put the scan gun on the car ).
I'm suspecting and hoping i'm wrong that oil is tripping one of the sensors from the cams
There are many engine faults that can get your car parked. Try not to ignore schedule maintenance or repairs as they snowball. Scan for faults report ASAP.
One of the rewards of improved engine control is normal heat management.
Currently your engine has extreme heat even in winter with easy driving.
I got an engine light that came on last week on my car that is just a generic code w/e that is called again ( i'm not at home to put the scan gun on the car ). I'm suspecting and hoping i'm wrong that oil is tripping one of the sensors from the cams
Originally Posted by CaliBenzDriver
There are many engine faults that can get your car parked. Try not to ignore schedule maintenance or repairs as they snowball. Scan for faults report ASAP.
One of the rewards of improved engine control is normal heat management.
Currently your engine has extreme heat even in winter with easy driving.
Hi to all
Did anyone report the problem to MBUSA customer service? Did Mercedes recognize the mistake and get the responsibility for the repair (recall??!!!)
It's not exeptable on over $70000.00 car to have issues like that!
Hi to all
Did anyone report the problem to MBUSA customer service? Did Mercedes recognize the mistake and get the responsibility for the repair (recall??!!!)
It's not exeptable on over $70000.00 car to have issues like that!
2015 SL400 (M276 Turbo), 2014 C350 Sport (M276 NA), 2004 SL500 (M113), 2004 Audi TT225 (BEA)
Originally Posted by Big V
Hi to all
Did anyone report the problem to MBUSA customer service? Did Mercedes recognize the mistake and get the responsibility for the repair (recall??!!!)
It's not exeptable on over $70000.00 car to have issues like that!
Hi to all
Did anyone report the problem to MBUSA customer service?
Did Mercedes recognize the mistake and get the responsibility for the repair (recall??!!!)
It's not exeptable on over $70,000.00 car to have issues like that!
@Big VYou are so right about that!!
MB is definitely not in business to compete with Lexus.
They carefully design and build cars to help sustain a thriving business. Luxury service is an essential part of the Mercedes ownership experience.
Please follow up with us about MB USA feedback. They have top specialist ressources on staff. Rest assured your request will be dispatched professionally.
Thank you.
++++ JUST REALIZED...
Defeating extreme heat means very positive things:
Cam sensors will stop leaking oil
It will stop "10k-oil-in-harness" lottery
Extreme heatsoaks will stop
long lived radiators and heat exchanger
Last edited by CaliBenzDriver; Jan 25, 2025 at 07:44 PM.
I'm doing my first steps thanks to an error message P06DA00 (f) which is recorded under the MED177 section N3/10.
It's since 2000 miles for a total of 10 occurrences
I'm understanding that what is named by MB Xentry "Valve of the oil pump" seems to be the same part but other naming of "oil pump solenoid"
The full error message is "The actuation of the valve of the oil pump in the combustion engine has an electrical fault or open circuit"
On the basis of the xentry test section I was able to read the valve %. in different condition.
:
0% at initial warmup
0% when above 3500
0% when using "engine braking" to slowdown
45% when running between 800 and 3500
Just to be sure :
0% means that the full oil pressure is released
45% means half pressure (to reduce consumption)
Value displayed is the signal sent by the ECU to the valve ?
In other words, could I trust the displayed xx% as the true position/flow and therefore consider that my valve is not defective or is the recommended test (listening the noise) the only way ?
It seems surprising that the voltage doesn't change whatever it is 0% or 45%
On the basis of the previous thread, if I wish to "desactivate/unplug it" it's better to do it after Oil pan cleaning / change
Thanks
Thierry
Last edited by thparent; Jan 26, 2025 at 03:25 PM.
I'm doing my first steps thanks to an error message P06DA00 (f) which is recorded under the MED177 section N3/10.
It's since 2000 miles for a total of 10 occurrences
I'm understanding that what is named by MB Xentry "Valve of the oil pump" seems to be the same part but other naming of "oil pump solenoid"
The full error message is "The actuation of the valve of the oil pump in the combustion engine has an electrical fault or open circuit"
On the basis of the xentry test section I was able to read the valve %. in different condition.
0% at initial warmup
0% when above 3500
0% when using "engine braking" to slowdown
45% when running between 800 and 3500
Just to be sure :
0% means that the full oil pressure is released
45% means half pressure (to reduce consumption)
Value displayed is the signal sent by the ECU to the valve ?
In other words, could I trust the displayed xx% as the true position/flow and therefore consider that my valve is not defective or is the recommended test (listening the noise) the only way ?
It seems surprising that the voltage doesn't change whatever it is 0% or 45%
On the basis of the previous thread, if I wish to "desactivate/unplug it" it's better to do it after Oil pan cleaning / change
Thanks
Thierry
The ECU P06DA00 fault suggest your oil pump solenoid is faulty. It being over 2000Mi suggest it died in the default normal pressure, thank God... else the engine would already have blown up one of its cylinders.
This is usually coined as "LUCKY CODE": you now have a natural MOD-1.
Initial engine improvements from better lube will be limited by the your choice of oil viscosity.
The solenoid PWM signal is used by the ECU to sense the coil current, not to actuate various pressure against the dual-rate single-stage pump return spring.
If you decide to get effective VVT positioning your engine will further benefit from stable voltage.
ALT-LIN without MOD-4 may register limited timing improvements.
Gas savings vs. oil pressure :
Power is produced more efficiently with less gas and less frictions.
MOD-4 uses less gas than stock by building better fuel map.
Last edited by CaliBenzDriver; Jan 26, 2025 at 08:36 PM.
2015 SL400 (M276 Turbo), 2014 C350 Sport (M276 NA), 2004 SL500 (M113), 2004 Audi TT225 (BEA)
Originally Posted by thparent
Thanks for all the info and contribution
I'm doing my first steps thanks to an error message P06DA00 (f) which is recorded under the MED177 section N3/10.
It's since 2000 miles for a total of 10 occurrences
As Cali said, the P06DA00 is a "good" fault and I would not spend the $$$$ to fix it (very labor intensive) when the preferred configuration is to be disconnected. In the previous 2600 posts, we discuss how Mercedes actually issued a technical bulletin telling dealerships to ignore the code. There was also technical literature describing the two-stage pump solely used to improve gas mileage, emissions, etc.
So, if you want to be sure you don't have a problem, I would actually disconnect the wire to the connector on the block (so it doesn't mysteriously start working again) and actually measure the oil pressure. There is a test port near the oil filter. If you have a copy of the WIS, look it up. Once satisfied that the solenoid is in the default, non-restricting position, plug in a dummy/sacrificial solenoid so you don't get the code. Again, this has been covered above.
Last edited by JettaRed; Jan 26, 2025 at 06:12 PM.
I'm doing my first steps thanks to an error message P06DA00 (f) which is recorded under the MED177 section N3/10.
It's since 2000 miles for a total of 10 occurrences
I'm understanding that what is named by MB Xentry "Valve of the oil pump" seems to be the same part but other naming of "oil pump solenoid"
The full error message is "The actuation of the valve of the oil pump in the combustion engine has an electrical fault or open circuit"
On the basis of the xentry test section I was able to read the valve %. in different condition.
:
0% at initial warmup
0% when above 3500
0% when using "engine braking" to slowdown
45% when running between 800 and 3500
Just to be sure :
0% means that the full oil pressure is released
45% means half pressure (to reduce consumption)
Value displayed is the signal sent by the ECU to the valve ?
In other words, could I trust the displayed xx% as the true position/flow and therefore consider that my valve is not defective or is the recommended test (listening the noise) the only way ?
It seems surprising that the voltage doesn't change whatever it is 0% or 45%
On the basis of the previous thread, if I wish to "desactivate/unplug it" it's better to do it after Oil pan cleaning / change
Thanks
Thierry
Yes, the % value is what ECM wants the oil pump solenoid to do, whether oil pump solenoid actually actuated to that level is not known,
as there is no feedback sensor to verify that position.
But the ECM does monitor power consumption of the solenoid and if the driver in the ECM for oil solenoid powering..... get overloaded as in short circuit, ECM will declare DTC.
Open circuit of oil solenoid or its wiring will also produce DTC.
That zero volt you are getting maybe the result of open circuit .
However, that 2V limit voltage of oil pump is wrong, I do not know why Xentry software is "faulty" for that section. Mine is M276.820 engine.
The power delivered to Y130 oil pump solenoid is 12V but PWM pulsed.
Watch here :
A failed oil solenoid valve or its wiring, means the oil valve stop working, but in OPEN state and thus no more lowered oil pressure by ECM.....
However, if you want to confirm that the oil solenoid did not "die" in a semi-closed position, only mechanical oil pressure test can verify that.
Stuck semi-closed oil solenoid valve has happened, but rare. Master Tasos video has the rare sample of such failure.
.
Last edited by S-Prihadi; Jan 27, 2025 at 05:53 AM.
That is a lot of "premium" information. I did my first research in the pdf hosted on this website and found a document explaining "howto measure oil pressure".
It took me more time than expected, believing that B42 xentry test was giving the ability to retrieve the pressure (as highlighted in the thread). Too bas, it is not the case for my 157.981 version (no oil pressure sensor).
I double checked the above xentry screen (which are normally designed for "TEST" and not for displaying value while driving.
If I press on the test RUN, it will close at 90% with a V value of 1
The provided explanation is brilliant. It's full of sense that potential defect will be detected by the lack or too high current intensity.
Being "an open circuit diagnostic", I guess that we could not directly "it's oil leaked in the connector".
Since I have discovered thanks to you, how the lack of pressure could cause potential issues, I'm systematically using the "engine braking" (which seems to fully open the valve).
Does it bring any value to plug an "on purpose external valve" to let the ECU believe that it is still operational or the fact that the ECU diagnoses the valve as defective doesn't impact the way that it is normally operating ?
One more time, thank you, thank you so much for your help and time to share all this valuable expertise.
That is a lot of "premium" information. I did my first research in the pdf hosted on this website and found a document explaining "howto measure oil pressure".
It took me more time than expected, believing that B42 xentry test was giving the ability to retrieve the pressure (as highlighted in the thread). Too bas, it is not the case for my 157.981 version (no oil pressure sensor).
I double checked the above xentry screen (which are normally designed for "TEST" and not for displaying value while driving.
If I press on the test RUN, it will close at 90% with a V value of 1
The provided explanation is brilliant. It's full of sense that potential defect will be detected by the lack or too high current intensity.
Being "an open circuit diagnostic", I guess that we could not directly "it's oil leaked in the connector".
Since I have discovered thanks to you, how the lack of pressure could cause potential issues, I'm systematically using the "engine braking" (which seems to fully open the valve).
Does it bring any value to plug an "on purpose external valve" to let the ECU believe that it is still operational or the fact that the ECU diagnoses the valve as defective doesn't impact the way that it is normally operating ?
One more time, thank you, thank you so much for your help and time to share all this valuable expertise.
JettaRed, me, and several others have disconnected the solenoid, and connected a ‘dummy’ solenoid to the connector, so the ECU thinks everything is normal, and doesn’t throw a code.
2015 SL400 (M276 Turbo), 2014 C350 Sport (M276 NA), 2004 SL500 (M113), 2004 Audi TT225 (BEA)
Originally Posted by thparent
Does it bring any value to plug an "on purpose external valve" to let the ECU believe that it is still operational or the fact that the ECU diagnoses the valve as defective doesn't impact the way that it is normally operating ?
If you are talking about the addition of a "dummy" solenoid to trick the ECU into believing all is good, then the benefit is not triggering a DTC. The DTC does not appear to affect the operation of anything. Most people do not get a CEL, so the DTC can truly be ignored. But for the few people that do get a CEL, it's necessary to use the dummy solenoid to turn it off.
I disconnected about 3 months ago before I changed the oil. I switched from Molygen 5w-40 to Liechtlauf 5w-40 with 1.5 bottles of Ceratec. Checked the oil yesterday and it was amber, I have driven about 1000 or so miles and definitely noticed a more responsive pedal and smoother acceleration across the board. I just installed an ECU tune 2 weeks ago and I have a few hard shifts every so often, I am guessing the TCU is trying to relearn driving patterns.
Last edited by dspecialistb; Jan 31, 2025 at 03:45 PM.
I disconnected about 3 months ago before I changed the oil. I switched from Molygen 5w-40 to Liechtlauf 5w-40 with 1.5 bottles of Ceratec. Checked the oil yesterday and it was amber, I have driven about 1000 or so miles and definitely noticed a more responsive pedal and smoother acceleration across the board. I just installed an ECU tune 2 weeks ago and I have a few hard shifts every so often, I am guessing the TCU is trying to relearn driving patterns.
Take it easy at the beginning. The TCU needs time to adapt.
Mercedes SLR McLaren 722 S Is Extremely Rare Example Modified by McLaren
Slideshow: A one-of-one U.S.-spec Mercedes-Benz SLR McLaren Roadster became even rarer after a factory-backed transformation at McLaren's headquarters.
