Das Xentry Bypass 19
Carmel Kittell
I was called in to program the TCM for a complete OEM replacement transmission on this car. JUST THE TRANSMISSION. Unfortunately, XENTRY decided that the ECM needed to be programmed as well since the TCM version was different than the one with which the car shipped.
We took the radiator out - no sensor (it is supposed to be attached to the radiator on the passenger side beneath the fan shroud). No harness. NO PIN IN THE ASSOCIATED CAVITY ON THE PCM HARNESS CONNECTOR. Dealer parts desk says not equipped.
It was a new transmission from the dealer, not used (though I've done quite a few used transmissions and it isn't usually a problem)The number on my website is just to leave a message, which you can certainly do. I don't give out my live number because I'm a one-man operation I am booked solid for weeks in advance, so that number is my last line 9f defense against the riff-raff. Lol
Scn coding comes from build sheet at factory. Unable to change in isp world. I have been programming with a factory xentry license and hardware. Let me know please. I am not sure what i would do. If you are friendly with shop foreman at dealer. Marty at lmvind is worth checking out.
You may have to buy a new ecm installed at dealer and let them code it and open a tech request to the fatherland if it will not pass deq. Expensive but as far as i can tell it is a dealer issue with a dealer supplied me coded at dealer
The flow and function are no different than most turbos with a charge air cooler. The ATL draws in fresh air via the air filter and the compressor inlet, and directs this from the compressor outlet to the charge air pipe. This is accomplished using the flow energy of the exhaust gases to spin the turbine wheel at a very high rate of speed. The high rpm of the compressor impeller and the increased flow rate compresses the air in the charge air pipe, causing it to heat up. Finally, the compressed charge passes through the charge air cooler, which cools the intake air wand directs it to the charge air distributor (manifold).
This sequence is important to understand, as most of the codes and associated drivability complaints will be related to the monitoring of the sequence, e.g. over boost, under boost, and air temperature plausibility. The sequence can be broken down into three areas: boost pressure control, bypass air, and charge air cooling.
In a wide-open-throttle (WOT) situation, the maximum amount of boost pressure builds up, approximately 0.7 to 1.5 bar. To control the boost pressure, the pressure control transducer actuates the boost pressure control flap (wastegate) via vacuum control, and allows some of the exhaust flow to bypass the turbine wheel as needed to set the boost pressure. Again, this is all accomplished by the engine control unit, applying a mapped sequence, using the various inputs listed above.
If you see any of these codes, and have a XENTRY Diagnosis system, then you are in luck, as it will guide you through a test plan. Here is an outline of what you need to check if you encounter these symptoms or codes.
It is important to check all of the charge air piping for leaks with smoke. Any leaks in the associated hoses and piping will result in an under-boost condition. Pressure testing the system with about 4 psi may be needed to find some leaks, so a high quality smoke machine is essential. Loose clamps, split or broken pipes or tubing are a common culprit. Sometimes, the problem may be as simple as a previous repair or service not completed properly. Also, be sure to check the integrity of the vacuum lines associated with the turbo controls.
A sometimes overlooked item is the actual vacuum produced by the vacuum pump. This can cause a failure of the vacuum solenoid or actuator of the wastegate. Check how much vacuum is produced at the vacuum pump small hose outlet. A new pump should produce about 28 inches (950 mBar). If the vacuum is low, then remove the vacuum pump cover and check for oil contamination. Specifications call for a minimum of around 750 mBar (11 psi).
4MATIC is available on virtually every Mercedes-Benz vehicle so you should know the ins and outs, including service and maintenance recommendations. At the heart of the matter, the 4MATIC system applies power to the front axles through a transfer case in the...
Some tools to help capture intermittents and more Mercedes-Benz head units generally have two features useful for catching intermittent faults and other diagnosis tasks: Screen Capture and the Dealer Menu. If you have a customer experiencing an issue and you think it...
b1e95dc632