Yes, that's what I understood. Also, my dealer told me that changing the injectors did not fix the cars that had the CEL. If MB knew it was the injectors, then why go through the excercise of changing coils and plugs too.

 

guys, this is not solved with changing injectors. there has been several hardware fixes and none seems to solve it, or when it solves it can be different type of "fixes" and many times the CEL comes again.

the best guess points to software issues with high sensitive sensor configurations and maybe connected to some hardware issue, but in essence more related to software.

 

 

I believe the injectors involve a lot of labor/cost. Yes they tried coils and software reset before they did the injectors on my car.

 

The Service dept I was going to in Rhode Island said they'd never heard of the issue either and looked at me like I was a trouble maker for even bringing it up.

 

 

I wonder if the lack of a software resolution on the 2018 E63S is preventing the release of the 2019 vehicles from the VPC. It would be logical since emissions certification is required. Random CEL without a root cause diagnosis and a certified fix would seem to be sufficient for shipment hold.

 

That would assume that every car produced was throwing a CEL; and if every car was throwing a CEL - production would have stopped long ago. Also, there are 2019 E63's sitting in European and Russian dealer showrooms as we speak - they must have passed a similar certification process.

 

 

I didn't say production stop, only shipment stop. The cars can keep piling up at the VPC until the software fix is tested and released. The CEL is most probably related to US emissions and ECO start/stop. If there is no determining scenarios that can be reliably reproduced and shown to be corrected by the software fix , the certification for US ship might be withheld. BTW, the S AMG are suffering with the same issue. Some have already been bought back.

 

All cars with the family of M177 engines potentially are at risk, including the M176 and M178 engines.

 

I believe the 2018 & 2019 are the same exact engine so I would not think that they would need epa testing again?

 

Well, if the engines are not reliably running in conformance with previous tests, then the vehicles can be forced to recertify. Think about the VW case with adulterated software which ran only when the EPA testing was happening, were forced to redo the tests and to pay significant fines. The EPA certifications on emissions are for 80,000 miles. Look at the separate warranty statements for emissions correction.

 

 

In 4 cylinder mode cylinders 1,7,4,6 are turned off. Almost all of the CEL codes show cylinders 1 and 6 to have misfires. Too coincidental in my opinion. Since the software is controlling the valves it is probably a timing issue. The 4 cylinder mode ONLY works in ECO mode.

 

 

The way Camtronic works, it's either on or off, it can't be in between, so there's no way the cylinder is partially opening the valves or whatever.

It's something with the injectors and software. PTSS is having us move injectors around and give them the coding values on the new injectors before we install them, they know something, they just aren't sharing yet.

 

My buddies W205 C63 AMG has had 3 CEL events since taking delivery in 2017 - all 3 times it was cylinders 5 and 6 misfire. That car does not have cylinder deactivation. First time they changed coils, second time changed spark plugs, third time and most recently (June), they changed injectors. Car has had no issues since then, it seems the new injectors fixed the problem.

 

So all of the steps for intake leaks, coils, plugs are not the answer, correct? I experienced inconsistent 4 cylinder operation before the CEL happened. First the car would never go into 4 cylinder mode at any time during a particular drive and the engine would not shut down when stopped at a light. Restarting the engine after 30 minutes restored the Eco operation again. The CELs happened the next day. I've kept the Eco off since the CEL was reset again and there have been no further occurrences. I hope that AMG makes a determination soon. I'M really not interested in having the engine disassembled to replace injectors.

 

 

Those are the first steps they give in any misfire troubleshooting anyway. There have been some cracked manifolds on cars but largely I don't believe there are air leaks causing this. The plugs have to come out to look in the cylinders anyway so plug/coil replacement is normal (coils move from front to rear pairs, not replaced by default). Injector replacement isn't major surgery, just more brackets and things over them but even the coils are hard to get to. Having done them on the S63, it's not difficult, but it is a lot of small things to move. Warranty time is almost 4 hours per side to remove the fuel rail. It only pays 3 hours to remove the dash panel, so that's a lot for warranty work.

 

Yes, I think so.

All cars have issues, some more than others. I've had several recalls on my Honda Odyssey. Two different safety related ones for seats, plus airbags, and something else. Truck and Jeep have both had a couple recalls.

Can't think of one car that didn't have something. Had a '79 Mustang Cobra with 5.0 V8 that had a design flaw in the transmission that they never recalled but did issue a service bulletin on some time after I had already spent $1300 on repairs with Ford - at least the repair was lifetime warrantied and the local dealer had to fix the tranny twice after that before I found the service bulletin and showed it to them. After that last fix it was fine.

So far, my problem seems to be resolved - though, I did drive the car for quite a while before it popped up in the first place, so perhaps too early to say its fixed for good.

 

That is where MB is missing the boat. Yes cars can have issues but the lack of transparency and uncertainty is problematic.

 

Doesn't this support my thesis that the fuel injectors are the probably the fix but because of labor cost MB is slow to do that?