yvngMann

You ever find it on the M278?

SuprSpeedrBaker

I can’t even get mine unplugged. I undid the clip. 2012 e63

CZ 75

Wiggle and pull away. I hit mine with some contact cleaner to free up any debris around it.

CZ 75

Looks like you were right. Just fired up the car again, all is normal again with hi then to low idle pattern.

jcarsnz

​​​​​
​​​​​Once clip is released then you need to push the clip down and pull back at the same time. My clip was missing so it was a total mission getting the plug off.

PeterUbers

Anyone do this mod who have:

- ECU tune
​​​​​​- TCU tune
- both

curious how this affects tuned cars, also curious as always @Cifdig 's opinion on all this.

thx

CaliBenzDriver

I think @JettaRed originally had a tune, then removed for lag, then retuned after pump solenoid to test interactions.

Do you happen to know what these tune patches do to the Bosch/Continental software?

Evaluate what it does and what you want - Pulling the plug does not modify the software that remains the same tuned or not tuned.

Oil mod extends the mechanical limits to get the ECU/TCU get in great mood from 0 to 100Mph

PeterUbers

i have four ecu's - stock tune, 93 octane, e40, and 100 octane ...

each one will need to "learn and lambda"
so to speak, correct?

I don't know what they do to the Bosch/conti software

JettaRed

iTrader: (1)

That is correct. I do not have a TCU tune, but did have an ECU tune. I actually have three tune files: Stage 1, Stage 1a, and Stage 2. My tunes are from @VividRacing . Stage 1 was about a 63hp gain with factory-like drivability. Stage 2 bumped total hp to around 420hp if I remember--Stage 1 and Stage 2 are no longer offered. Stage 2 gave me problems with drivability. The engine felt like it bogged every so slightly when going from off-throttle to light on-throttle. It was enough annoyance that VividRacing wrote a new program for me, that I call Stage 1a, which cut back on the performance a little, but returned the smooth drivability. (I suspect that new program is what they are offering on their site now.)

After pulling the plug on the solenoid, I thought I would try the old Stage 2 file and voila, the drivability issues disappeared while I got the full performance of the tune back. The tune actually feels stronger than it did before pulling the plug.

While I don't have a TCU tune, I did have @BenzNinja install his transmission program which added a fourth mode (Agility), which may already be available on AMG cars as S+. (Peter's program also remembers the last tranny mode setting and if you are in any mode besides E, the car will start in the S mode when starting the car again.) The difference is that I have the standard 7G tranny. For me, the Agility mode is much more aggressive than the S mode.

zk2004mb

I can confirm this.

CaliBenzDriver

Yes, exactly!
I would try to be vanilla-stock so you can monitor your engine mechanicals gradually improving:

• piston rings seals improve.
• lambda cleanup carbonized oil.
• HPFP rattlesnake radically morphes

It seems too many testers expects 100% transformation on day-1. In fact the normal oiling is only first step of this transformation.


Once you switch back to another ECU you are going to get old stalled inappropriate maps. Just like after unplugging solenoid ECU/TCU have to relearn performance maps, better temperatures regulation, drastically improved engine output through shift-points.

I dont know how well TCU tolerate getting paired with different ECU. I know the ECU has intank ethanol sensor to taste E85 gasoline grade for combinations. It tweaks ignition advance to pre-ignition - amazin now as we know how ECU targets to roast the engine with super-heated pistons.

With normally cooled pistons the hot spots pre-ignition should be vastly improved.

The way we have awesome power above idle tells me mixture is more rich, so better better cooled from mixture than leaner.

I am not a fan of wacking adaptations to get anything fixed... try doing than on your spare boxes after 1500Mile stock vanilla when engine is in better mood.

I hope some of the wise developers coding tune extensions for Bosch knew about the limited oiling. Personally I have no interest in coding newer advanced oiling RPM limits maps... BECAUSE when that valve jams, engine is RIP.
No valve, no coding, no problem.


​​​​​​

kevm14

Keep trying. I may have used a plier type tool to gently grab and rock while pulling. Eventually it will just unplug.

PeterUbers

What about emissions testing -

even with a shadow code - any risk of not passing?

kevm14

I do not know for sure. But I have two silent codes now: one for the intercooler pump bypass, and now one for the oil pump valve.

My experience tells me that if the CEL is not illuminated, and all OBD systems are ready, by definition, it is a pass for a plug-in test. I actually haven't checked OBD readiness but I think that would answer the question. Then, one of us will eventually find out for certain.

I am in an emissions state. If my silent codes are a problem, I would be contacting BenzNinja because I would suspect that something can be worked in developer mode - neither of these codes impact emissions compliance which is why they don't trigger the CEL in the first place.

PeterUbers

thanks.

also - what if my oil pump fails in the future and I have unplugged this solenoid. How will I know the pump is gone other than engine issues?

also will this shorten the life of my oil pump?

additionally I tried accessing it from the top and I can just touch it but can't see anything - it's all feel. Also my arm got stuck lol soooo will be dropping the pan.

gm based video discussing all the same things:

WRC-LVR

Is this oil pump solenoid in the 2012 M276 V6 as well ? wondering if that plus the oil check valve failures caused the more severe damage to the bottom end bearings upon start up. In my mind, if the pump was stuck on low volume position, that would certainly aggravate the timing issues and lack of oil to the mains and rods on cold start. Plus there are reports of cylinder scoring on the M276 too.....

WRC-LVR

I guess the low cost alternative is to get a standard electrical oil pressure sender and wire it to a gauge ...... Install in sensor position as indicated in the thread above. An app for the phone would work well to monitor.... hint hint for the developers out there.

They should also look into adding a sensor and the output via wire to the MB Bosch software that can be viewed via the OBD port and any app like Torque Pro OBDwiz etc via standard ODB2 PID's for oil pressure

PeterUbers

according to these guys - it is always in the high flow state when the engine is off. And it stays that way until the engine is somewhat warmed up which point it switches to low flow - so pretty sure the engineers got you covered there

juanmor40

This valve has existed in nearly ALL MB gasoline engines in the last 10 years. See https://mbparts.mbusa.com/oem-parts/...lve-2781800415, and look at all the applications since 2014 (180+)

I have read here the concern about "oil pump solenoid stuck open". The main problem is its existence at all. These solenoids can "leak pressure" due to grinding with debris in the oil. Once it "leaks pressure" the oil pump will NEVER reach its maximum expected pressure, and we all know where that leads to --> premature WEAR everywhere that hurts: crankshaft, camshafts, HPFP, etc.

Similar solenoids exist in the vehicle in different places, for example AC compressor, and the transmission. However, if the AC solenoid valve sticks we get no cooling, and the max cost may be a compressor, @$1000. If the tranny solenoid sticks, we get either a limp mode or poor shifting around that gear's solenoid. The engine oil sticks open, and we are talking about @$10K->$30K

I still do not understand its presence in the system at all.

Here is a picture of it installed in the pump (S550 photo from Ebay)


Also, this link has a few photo angles for the solenoid (for those who want to meet it)
https://www.pelicanparts.com/More_In...-180-04-15-MBZ

JettaRed

iTrader: (1)

Good question. But the code is not directly emissions related or you would have a CEL. CELs are mandatory for emissions-related faults.

JettaRed

iTrader: (1)

1. If the pump fails, it will fail whether the solenoid is operational or not. Having the solenoid active will not give you any warning.
2. I don't think anyone knows if this will affect the life of the oil pump, good or bad. But, why would it? Are these oil pumps prone to failure?
3. Go on a hunger strike until your muscles atrophy enough for you to reach and disconnect the plug without getting your arm stuck. Which is more important anyway? Your health or your engine's health?

kevm14

It won't impact oil pump life. If anything it would improve it because of less shavings in the oil from low oil pressure. I do believe we have a vane style oil pump like that Gen V V8.

You need to unplug from bottom. Remove main cover, then remove the front cover. Access is pretty good that way. From the top is not recommended and you'll probably end up snapping some plastic coolant line or something, especially if you have Sasquatch arms.

I think this can only benefit the engine performance and longevity.

kevm14

I think it dates back to 2011 based on my previous research. 4 cyl, V6, V8s. It is used on the M176/177. I can't wait until they find out about this, and can combine this with the cylinder deactivation that those also have.

PeterUbers

Also kudos to @kevm14 for starting this discussion on this subforum, doing the work and reporting back and diligently answering all our questions. This has been one of the most fascinating and likely important mods of this platform.

WRC-LVR

yes shout out to kevm14 for this !!!!!