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Discussion Starter #1
1993 400E, 124.034

Issue: ASR light on all the time, car in limp home mode.

ETA is a factory (Mercedes) rebuild that has been tested according to the PO's mechanic.

Main engine harness was replaced some time ago, still in good condition. Lower engine harness need replacing (being done on Saturday.) Using the HHT emulator in my C3 system, the following codes were found in memory:

ASR: 030 CAN: No reception from EFP N4/1

EFP: 009 Control module EFP N4/1
014 Control Module EFP N4/1
051 Idle speed safety contact M16/1s2

I"m going to pull the Egas today and make sure the connector is clean and get the number off of it for reference. I cleared the codes when I was done and will drive the car today to see what codes get generated, too.

I'm all ears.

Thanks!

Dan
 

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Buncha W124's
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Dan,

ASR 030 is a generic code that usually appears with limp mode.

EFP (E-GAS) codes are complaining about both the E-GAS module and ETA. If you don't have a spare E-GAS module, get one now while they are still cheap (under $100 used on eBay). New are NLA. You'll need a good spare for testing.

Since you cleared all codes, see which codes come back right away, focus on those.

Sorry to hear about the ears, have you tried a bigger hat?

:D
 

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97 SL500, 98 E320 Wagon, 2002 ML500 - former W108/W112/W114/W123/W124/W126/W140/W220
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Discussion Starter #3
Got a spare Egas module coming from a buddy. Correct part for ASR models. Will have that to work with the diagnostic process.

Dan
 

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1988 300ce 1973 280sel 1995 E420 1998 E320
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you may want to double check the seating of the ASR module (and the rest of them too). if the module is not pressed all the way down, it will immediately fault out with the ASR light on, limp home mode etc.
 

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97 SL500, 98 E320 Wagon, 2002 ML500 - former W108/W112/W114/W123/W124/W126/W140/W220
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Discussion Starter #5
Thanks for for the suggestion!

My plan is to disconnect the battery, pull all of the modules, clean all the connectors and sockets with a liberal dose of DeOxIt, replace all the module fuses, and reassemble.

I’ll also be rebuilding the lower engine harness on Saturday. While the lower engine harness should have nothing to do with ASR, I guess it’s remotely possible that the alternator output is somehow being compromised since it runs through the harness. Low voltage in the system can make all sorts of weird stuff happen....

More as I know it.

Dan
 

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97 SL500, 98 E320 Wagon, 2002 ML500 - former W108/W112/W114/W123/W124/W126/W140/W220
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Discussion Starter #6
I started the afternoon by disconnecting the battery, opening the apparatus case, and removing the modules. I cleaned both the sockets and plugs with DeOxIt and replaced the four 10A fuses in the diagnostic module. Put everything back together and closed up the case.

I did not drive the car but it got moved around in the driveway. I connected my C3 to it, rand the short test and read out the (new) codes. Here’s what I got:

I got bangs (!) on LH1, EFP/TPM/ISC and a big “F” on ASR. So it was better than the initial code dump.

Drilling down in the individual sections, I found one code:

ASR
030 CAN: No reception from EFP N4/1

So from this am I to assume that my Egas module is bad? I cleared, ran and repeated and got the code again. The ASR light on the dash has never gone out. My Egas module is a 124 545 42 32 if it matters. I see a fair number of them on eBay and elsewhere for under $100.

On a possibly related note, I went through all of the individual tests in the LH1 and EZ1 and it appears they all passed. Same with the static tests I could do with the ASR. However, I did get one error and it did repeat:

EZ1
017 Crankshaft position sensor L5

I was of the understanding with an M119 if the CPS is bad the car won’t start - crank but no fire.

And here’s more - after the car came to operating temperature, the idle was high and the engine hunted or surged from about 1300-1400 RPM. Mixture was rich as well as I could smell unburnt fuel at the exhaust. Interestingly, if I put it in gear the idle dropped to the correct (750 rpm or so) speed and it ran fine with no surging.

One more thing to add as I go through the screen dumps from the C3:

When I ran through the “actual values” section of the EZ1, I got a “fail” (F) on 17 - CAN reception from ASR

Dan
 

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Dan, ignore the EZL code 017, that is normal (should be a "current" code, not a "stored" code). And yes, if the crank sensor is dead, the engine will not start... other failure mode is engine stalling when warm, but this is not a common issue.

Your E-GAS module sounds like it may have issues. Swap it out with the spare when you receive it. This is directly related to the high idle speed. Make sure the throttle linkage is adjusted properly and the ETA lever is fully seated against the idle stop.

Rich mixture is odd, however since you disconnected the battery the LH adaptation likely reset (values at 1.0004 on the C3). If it had been adapted near full lean, resetting could cause the richness, maybe. But you still shouldn't be able to smell it. Check the FPR, vac hose, and fuel pressure if you have a gauge. How old is the O2 sensor?
 

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Discussion Starter #8
While replacing the accelerator cable last night, I found the throttle return spring was disconnected. I was hoping that was part of the ASR problem as the throttle lever would not be forced against the stop on the ETA.

Unfortunately, securing the spring on the throttle linkage did not sort things out - yet. Here’s the latest:

After replacing the spring I adjusted things as best I could to make sure the throttle lever on the ETA is hitting the stop when the accelerator is at rest with a small amount of play to allow maybe 1/4” of pedal before things start moving. I’ll be researching the adjustment procedure for the throttle momentarily to make sure I set things properly.

With the C3 hooked up, I found the following:

Still have the ASR complaining about no signal on CANBUS from the EGAS module.

Tried my spare EGAS module - no difference.

No-load idle is still in the 1300-1400 rpm range, and surging. Put the car into gear and idle drops to maybe 750 and the engine is solid as a rock.

Still have an ASR light. Still getting an 022 O2 sensor fault.

Here’s something I discovered while going through the control actuations in the LH1:

When I ran the injector element actuation, at the start of the process there is a place where you have to wait for post-start enrichment to turn off. When it did, the surging stopped. The idle was still high at around 1300-1400 rpm. I repeated this test and it did the same thing.

At idle the throttle valve angle is 2.4 degrees.

I got confirmation of CAN transmission and reception from EZ1, EFP, TPM and LLR with the LH1.

Drove the car. While I’m not totally sure as I don’t have a good point of reference, I don’t feel like I was having to press the accelerator pedal down that far to get the car going. I still had to let off to get it to shift, but I barely went above 20 mph if that. The kickdown cable looks like it’s buggered up, too, that is, the plastic “nose” on the end of the cable that has the threaded portion appears to be broken.

I don’t know if any of this stuff is a red herring, but I figured I would include it just in case it added something that might give us an idea of what’s going on.

Tomorrow the lower engine harness gets rebuilt. That’s on the agenda as item #1.

Dan
 

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Discussion Starter #9
UPDATE

So here's the latest:

1993 400E (W124.034)

Complaint: In limp home mode, ASR light is lit at all times. Engine has high idle (1200-1300 rpm) and surges with no load. When loaded (in gear or driving) engine is smooth and performance is good. Engine harnesses, both upper and lower, have been replaced. ETA has been replaced with a Mercedes factory unit. Accelerator cable and linkage are adjusted to spec.

Diagnostics:

Analog (LED) tester and blinks:

LH - OK
CC/ISC - 2
ABS/ASR - 30
BM - OK
EZL - OK

With the SDS I got:

LH - OK
EZ1 - 017 - Crankshaft position sensor L5 (current fault)
EFP/TPM/ISC - 014 - Control module EFP N4/1 (stored)
GM - OK
ASR - 030 - CAN: No reception from EFP N/1

I can’t find anything in the WIS for a code 014 for the E-GAS (EFP) module.

Is it possible I have a bad E-GAS module? I have one on hand with a different number, however, it came from a car without ASR if that matters. I know that that number 2 for the CC/ISC is a real laundry list of stuff and is not terribly conclusive with the analog tester.

Close inspection shows the diagnostic connector to be clean and intact. Wires in the box are good as well and show no indication of damage or wear.

I'm puzzled.

Dan
 

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This is a puzzler .. I think your egas module should be 1245454032. I would use a known good one with that part number. Other than that, I'd make sure none of the base module fuses are blown.

After that I'd focus on the code 2 given by the cc/isc - as you said it's a laundry list. Some are easy to confirm - brake pedal switch, back up switch, cruise control switch, etc.

Although you say ASR light lights up right away so I'm leaning toward module problems, module connection problem, throttle cable problem. Maybe clear codes and start car without touching the brake or gas pedals and see if the result is the same. Make sure fuse 5 to cruise control is good.

Also a remote possibility is the throttle body itself. I know it's a rebuilt one per the previous owner - maybe there's a date code on the throttle body or something else (receipt?) to confirm that it's rebuilt.

lots to go through
 

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Discussion Starter #11 (Edited)
Thanks for the input!

I’m leaning towards the module, as there are only two faults being thrown and they're consistent even after being cleared.

Throttle cable has been replaced and linkage adjusted per the WIS procedure.

I’ll have to check, but I believe the ETA has a date code of 2010 or thereabouts. The PO bought it new from MB about that time, and the indie they had working on the car before I got it supposedly sent it out for testing and it passed.

I’ve got an E-GAS module with a matching number coming late this week from a running 420E. The number on the one in the car is 1245454232, which is what I got as a replacement. There is a later model that works, too, but I’m sticking with the same number to be safe. No need to muddy the water at this point. More as I know it.

Dan
 

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Discussion Starter #12
Update

Got another E-GAS module to try in the 400E today. No joy, dang it.

There are two issues at present:

1.) High (1300 rpm) idle, surging at idle. Smooths out as soon as a load is applied and drives without issue (despite being in LHM)

2.) ASR light, LHM

Issue #1:

Idle vacuum is over 20” Hg at the EZL.
Throttle plate does not move and remains closed at idle

So I’m assuming that I don’t have a vacuum leak and that the ETA isn’t “telling” the engine to speed up. That leaves fuel and spark. Just discovered the right distributor rear insulator (the one behind the rotor) is cracked and has a couple of holes in it. I know this would cause hard starting in damp conditions, but would it affect running, that is, idle speed?

Fuel? Bad or slobbering injector? I wouldn’t think so, as that would just make one cylinder run rich, however, the exhaust is definitely “gassy” as in smells of fuel. Despite surging, the engine doesn’t run rough as if there’s a miss.

Issue #2:

Got a new code tonight - brake light switch. Could be a red herring. Does switch S29/3 close at idle? It shows as being “off” in the actual values at idle or rest.

I’m not about to toss in the towel on this, I’m feeling challenged and a bit frustrated. Any suggestions or guidance would be appreciated.

Thanks,

Dan
 

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We never throw in the towel! Unless the timing chain breaks lol.

I guess you should confirm that the brake light switch is bad. if so, you have to replace it anyway. The circuit for the brake light switch runs to both the EA/CC/ISC module and ABS/ASR module. A malfunctioning switch would send bad input to these modules and as a result may be causing the limp home mode.

To me the problem appears electrical and not related to the ignition system. A large vacuum leak would cause high idle but I think you've eliminated this as a suspect.
 

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Discussion Starter #14
Brake light switch is good. Pretty much all of the external stuff has checked out, so the ETA is boxed and ready to go to Alabama to be rebuilt this week.

More as I know it when it returns.

Dan
 

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Discussion Starter #15
Good news!

The rebuilt ETA is on it's way back to me and should be here on Monday. I spoke to the rebuilder and they said the clutch (induction) coil was bad, which would have made it run in LHM 100% of the time since there would no motor drive to the throttle shaft.

Hopefully, I'll be able to get it installed on Monday after it arrives and have good news...

Dan
 

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That is good news. I'm sure that was a relief to hear that from the rebuilder. That must have caused the fault code # 2.

It's a good time to replace the emission hoses + that vacuum line that leads to the EZL if that hasn't been done yet.
 

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Discussion Starter #17
Thanks! Already been done.

Dan
 

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Discussion Starter #18
ETA came today! Too bad I wasn't going to pick up the parts I needed to complete the job until tomorrow.

Hopefully, I'll get it installed tomorrow after work and the car will be back on the road.

Dan
 

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86 190E 2.3L 16V, 2 95 320TE's, 02 S500
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ETA came today! Too bad I wasn't going to pick up the parts I needed to complete the job until tomorrow.

Hopefully, I'll get it installed tomorrow after work and the car will be back on the road.

Dan
Good luck on this Dan. It sure seems the problem source was isolated and replaced. Just curious if the rebuilder honored any sort of warranty on the ETA?

Jim

Sent from my XT1080 using Tapatalk
 

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Discussion Starter #20
There is a three year warranty on the ETA. It was originally purchased from Mercedes in 2007, so there was no existing warranty in place.

-D
 
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