Oil pump solenoids
Junior Member
Joined: Apr 2020
Posts: 26
Likes: 13
From: The Holy City, SC
2014 E63 S Wagon
Idle may be quieter, but I've always thought I had a pretty quiet idle to begin with. Its definitely on the quiet side of the M157's I've heard. The temps under the hood feel 50 degrees cooler to me, that is shocking enough. I work in an engine room and me and my watch-standers are hyper sensitive to touch, feel, smell and temp. The engine just feels happier, less stressed.... proper lubrication will do that to a motor. The lack of oil pressure gauge always irked me for a high performance engine, that's my next goal, is getting one fitted. I actually have one from 63 motorsports, but need to find the time to run the cable and find a nice place to mount the display.
Last edited by MerchantM5arine; Nov 21, 2023 at 04:34 PM.
Senior Member
Joined: Nov 2023
Posts: 267
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From: Virginia Beach
R231 SL 63
I would watch this guy before playing the ZDDP card. That's just one way to do it.
https://youtube.com/@themotoroilgeek...4PsYA5hHI1joEl
https://youtube.com/@themotoroilgeek...4PsYA5hHI1joEl
Thread Starter
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04 E55 AMG (totaled), 07 S550 4Matic, 14 E63S
Yes I want to say a more recent one on Pennzoil Ultra Platinum. Their GTL oils are very interesting.
Out Of Control!!
Joined: Apr 2019
Posts: 11,921
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From: Silicon Valley
W212 MY'14 M276-3.5NA @75kMi
Amazing.... START / NO-CRANK !!
Some of us are familiar with
-- NO CRANK / NO START
-- CRANK / NO START
Around 1500.Mi you may be graced with :
-- NO CRANK /START!!
The MED17 litterate folks know about the crankshaft sensor having a high resolution and how the ECU saves the exact crank position before powering itself down - That's all pretty amazing but until today I had never encountered that.
Today for the 1st time my ENGINE JUST IGNITED WITH NO CRANKING.
It's like: bam > idle !
I guess it really needs to get one good compression to launch the rest of the engine.
The ECU has a precise logic to know what cylinder needs to be injected how much to get multi-spark ignited.
Of course you'll need to have enough HPF stored ready for action., such as less than a 30mn stop and a hot engine - Best use case is ECO, short stop.
Every pre-condition needs to be right else expect a conventional short crank to pump up high pressure.
-- NO CRANK / NO START
-- CRANK / NO START
Around 1500.Mi you may be graced with :
-- NO CRANK /START!!
The MED17 litterate folks know about the crankshaft sensor having a high resolution and how the ECU saves the exact crank position before powering itself down - That's all pretty amazing but until today I had never encountered that.
Today for the 1st time my ENGINE JUST IGNITED WITH NO CRANKING.
It's like: bam > idle !
I guess it really needs to get one good compression to launch the rest of the engine.
The ECU has a precise logic to know what cylinder needs to be injected how much to get multi-spark ignited.
Of course you'll need to have enough HPF stored ready for action., such as less than a 30mn stop and a hot engine - Best use case is ECO, short stop.
Every pre-condition needs to be right else expect a conventional short crank to pump up high pressure.
Last edited by CaliBenzDriver; Nov 24, 2023 at 02:11 PM.
Thread Starter
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04 E55 AMG (totaled), 07 S550 4Matic, 14 E63S
Oddly enough I experienced that more before pulling the plug. But it's been colder. I think a warm start on a warm day was most likely to do the insta-start. I did think that was cool and I attribute it to part of the overall stop/start engineering to get the engine started as quickly as possible. The car is going to become a garage fixture as soon as the first salt goes down so 1,500 miles is going to be way next year....
Out Of Control!!
Joined: Apr 2019
Posts: 11,921
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From: Silicon Valley
W212 MY'14 M276-3.5NA @75kMi
winter garaged
Oddly enough I experienced that more before pulling the plug. But it's been colder. I think a warm start on a warm day was most likely to do the insta-start. I did think that was cool and I attribute it to part of the overall stop/start engineering to get the engine started as quickly as possible.
The car is going to become a garage fixture as soon as the first salt goes down so 1,500 miles is going to be way next year....
The car is going to become a garage fixture as soon as the first salt goes down so 1,500 miles is going to be way next year....
I guess the "ignite starts" are going to happen more often with better mixtures, slick cylinders and better compressions.
Do you want some homework to practice your soldering iron skills during salt-season?
Last edited by CaliBenzDriver; Nov 21, 2023 at 05:44 PM.
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Out Of Control!!
Joined: Jun 2004
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2014 E63S; AMS 100 octane ECU dyno tune; EDOK TCU tune; BB intakes; sprintbooster
Check the ecu pins for oil... this is another place for oil to wick into the engine harness. Disconnecting with no plans to re connect it essentially solves the issue but if you plan you re connect you'll need to replace the solenoid/sensor
Senior Member
Joined: May 2023
Posts: 459
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From: Endless Mtns. PA
2014 E63 AMG wagon 1965 Austin-Healey 3000 1970 AMC AMX
No oil in ECU , replaced CPS and added pigtails to magnets awhile back. If there is oil on the pressure sensor harness won't it leak oil all the time ? Or only when in " low pressure" mode?
Senior Member
Joined: May 2023
Posts: 459
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From: Endless Mtns. PA
2014 E63 AMG wagon 1965 Austin-Healey 3000 1970 AMC AMX
Any reason I can't take an sacrificial harness, cut the wires and use the ends as plugs for the pressure sensor and the harness?
Out Of Control!!
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2014 E63S; AMS 100 octane ECU dyno tune; EDOK TCU tune; BB intakes; sprintbooster
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From: US
2008 E350, 2012 ML350, 2014 E350, 2015 ML350
high failure rating; otherwise, there would have never been a TSB
also, do you think that low oil pressure between 600->2500 rpm is beneficial for these engines?
Senior Member
Joined: May 2023
Posts: 459
Likes: 164
From: Endless Mtns. PA
2014 E63 AMG wagon 1965 Austin-Healey 3000 1970 AMC AMX
After close exam of the sacrificial pigtail, it doesn't look like it will prevent oil leakage from the oil pump solenoid. I need to determine if the soleniodr leaks all the time or only when it's restricting oil pressure.
Last edited by BDC90; Nov 24, 2023 at 03:05 PM. Reason: Clearer topic
Super Member
Joined: Oct 2020
Posts: 662
Likes: 279
From: ILLINOIS
2014 E63S
Recall the oil solenoid has been described by MB a NON essential part to the 4 cylinder engines. Only because it was exposed because a g
high failure rating; otherwise, there would have never been a TSB
also, do you think that low oil pressure between 600->2500 rpm is beneficial for these engines?
high failure rating; otherwise, there would have never been a TSB
also, do you think that low oil pressure between 600->2500 rpm is beneficial for these engines?
Member
Joined: Aug 2022
Posts: 78
Likes: 60
From: Toronto
2014 E63s AMG
Recall the oil solenoid has been described by MB a NON essential part to the 4 cylinder engines. Only because it was exposed because a g
high failure rating; otherwise, there would have never been a TSB
also, do you think that low oil pressure between 600->2500 rpm is beneficial for these engines?
high failure rating; otherwise, there would have never been a TSB
also, do you think that low oil pressure between 600->2500 rpm is beneficial for these engines?
The higher oil pressure under low/moderate load should be beneficial however it's still worth considering if this will accelerate the process of oil weeping past the sensors and into the harness.
Joined: Nov 2016
Posts: 7,847
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From: Maryland
2015 SL400 (M276 Turbo), 2014 C350 Sport (M276 NA), 2004 SL500 (M113), 2004 Audi TT225 (BEA)
You're missing my point. Oil leaking past cam sensors and into the harness/ecu is a known issue with the M157 and some other models as well.
The higher oil pressure under low/moderate load should be beneficial however it's still worth considering if this will accelerate the process of oil weeping past the sensors and into the harness.
The higher oil pressure under low/moderate load should be beneficial however it's still worth considering if this will accelerate the process of oil weeping past the sensors and into the harness.
https://www.fcpeuro.com/products/mer...des-2711500156
Senior Member
Joined: Nov 2023
Posts: 267
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From: Virginia Beach
R231 SL 63
You're missing my point. Oil leaking past cam sensors and into the harness/ecu is a known issue with the M157 and some other models as well.
The higher oil pressure under low/moderate load should be beneficial however it's still worth considering if this will accelerate the process of oil weeping past the sensors and into the harness.
The higher oil pressure under low/moderate load should be beneficial however it's still worth considering if this will accelerate the process of oil weeping past the sensors and into the harness.
Out Of Control!!
Joined: Apr 2019
Posts: 11,921
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From: Silicon Valley
W212 MY'14 M276-3.5NA @75kMi
untangling spaghetti for greater good!!
Most of us want the good without the bad, true?
Let's not bunch up too many things together. This is the formula used to create "snowballs": in the end no one is able to understand a thing.
> Replace known leakers after inspection and change engine oil/filter as usual.
> Normal oil pressure is no replacement for good maintenance. (the next thing you know... the advisor said it caused oil in my $10,000 ECM repair -
)
> I read this on MBWorld: **¡ DON'T DO IT ! **
> LEAK SOURCE :
First of all, if you don't like $10k "oil-in-harness" deal with toasted CPS sensors and check VVT Solenoids ASAP or before misfires call your attention.
> OILING GOODNESS:
--1--Normal unlimited oil circulation lowers heat in both heads and prevent toasty plastics failures.
--2-- In addition crankcase pressure will be reduced by less blow-by wet ring seals and no vaporized burned oil. This is witnesses by vacuum brake booster improvement and oil consumption back towards zero.
->> These 2 factors should essentially cancel chances of $10k surprise if you start ready. Proceed under your own supervision and understanding that we know less than you do.
-- That is not to say you should ignore plastics already on the edge of disaster.
-- The sacrificial pig-tails are easily replaced if/when oil leak is found . They do NOT prevent oil migration by capilarity. Only good sensors can do that!!
Like I said elsewhere this is one spaghetti ... our friends have been busy spinning other amazing opportunities.
Happy Thanksgiving holiday ✌️
Let's not bunch up too many things together. This is the formula used to create "snowballs": in the end no one is able to understand a thing.
> Replace known leakers after inspection and change engine oil/filter as usual.
> Normal oil pressure is no replacement for good maintenance. (the next thing you know... the advisor said it caused oil in my $10,000 ECM repair -
)> I read this on MBWorld: **¡ DON'T DO IT ! **
> LEAK SOURCE :
First of all, if you don't like $10k "oil-in-harness" deal with toasted CPS sensors and check VVT Solenoids ASAP or before misfires call your attention.
> OILING GOODNESS:
--1--
--2-- In addition crankcase pressure will be reduced by less blow-by wet ring seals and no vaporized burned oil. This is witnesses by vacuum brake booster improvement and oil consumption back towards zero.
->> These 2 factors should essentially cancel chances of $10k surprise if you start ready. Proceed under your own supervision and understanding that we know less than you do.
-- That is not to say you should ignore plastics already on the edge of disaster.
-- The sacrificial pig-tails are easily replaced if/when oil leak is found . They do NOT prevent oil migration by capilarity. Only good sensors can do that!!
Happy Thanksgiving holiday ✌️
Last edited by CaliBenzDriver; Nov 24, 2023 at 11:47 PM.
Member
Joined: Aug 2022
Posts: 78
Likes: 60
From: Toronto
2014 E63s AMG
One thing to note from the other thread that was posted on the first page is the difference in hot idle pressure. 27 psi with the valve connected and 17 psi with the valve disabled.
I'm aware oil pressure needs at hot idle under no load are very minimal but I wonder if there is another system requirement that depends on a set minimum pressure and needs the valve to maintain a higher idle pressure.
Btw I disconnected the valve before leaving work this afternoon. After reading some of the posts here I was skeptical if some of the perceived improvements were just placebo, but to my surprise the MCT is definitely smoother in stop and go and on and off throttle. It's hard to explain but it seems the rev matching from 2-1 coming to an almost stop and then back on throttle is much more predictable and smooth. I really didn't think I would notice anything so quite surprised by that.
I'm aware oil pressure needs at hot idle under no load are very minimal but I wonder if there is another system requirement that depends on a set minimum pressure and needs the valve to maintain a higher idle pressure.
Btw I disconnected the valve before leaving work this afternoon. After reading some of the posts here I was skeptical if some of the perceived improvements were just placebo, but to my surprise the MCT is definitely smoother in stop and go and on and off throttle. It's hard to explain but it seems the rev matching from 2-1 coming to an almost stop and then back on throttle is much more predictable and smooth. I really didn't think I would notice anything so quite surprised by that.
Senior Member
Joined: May 2023
Posts: 459
Likes: 164
From: Endless Mtns. PA
2014 E63 AMG wagon 1965 Austin-Healey 3000 1970 AMC AMX
