The temperature gauge in the S220 Cdi 2.2 OM651 vehicle has challenges in attaining the standard operating temperature, often fluctuating from 60°C, particularly when the heater is used.
Additionally, it was observed that the ECO indicator transitions to an orange hue when the heater is used, but it remains green when the heater is off, despite the absence of any discernible temperature variation.
The assumption being made is that the thermostat is the cause.
Upon using the Icarsoft scanner, I saw the presence of a fault code denoted as 53336/6058.
The topic of discussion is to the bypass switch over mechanism for the Y85 Exhaust Gas Recirculation Cooler.
I saw this particular issue some months ago; however, I subsequently neglected to address it due to its apparent lack of significant impact or discernible consequences.
Based on the information provided in the attached document, namely on pages 32 and 33, it may be inferred that the mechanism in question is activated by the use of a hoover.
Nevertheless, in the event that the temperature of the incoming exhaust gas is insufficiently high, the route to the exhaust gas recirculation (EGR) cooler is obstructed by means of a bypass flap, resulting in the direct redirection of the exhaust gas into the charge air manifold. The regulation of the bypass flap's switchover valve is controlled by a vacuum unit.
The provided URL directs to a document titled "einf_br204_cdi_OM651__
Has anybody have this experience?
Bypass Cooler for Exhaust Gas Recirculation on Y85, Error Code 53336/6058
-
Samantha_Jones83
- Senior
- Posts: 79
- Joined: Sun Mar 03, 2019 2:30 pm
Could you please provide information on the definition and characteristics of an S220? The S-Class model, specifically the W220 variant, does not include a 4-Cylinder Diesel engine, since this configuration has not been used in the S-Class lineup.
Are you referring to the W212 (Saloon) and S212 (Estate) models of the E220?
Are you referring to the W212 (Saloon) and S212 (Estate) models of the E220?
-
Samantha_Jones83
- Senior
- Posts: 79
- Joined: Sun Mar 03, 2019 2:30 pm
The observed issue seems to be indicative of a malfunctioning thermostat, an often seen occurrence.
-
vendimoto55
- Senior
- Posts: 83
- Joined: Wed May 22, 2019 5:33 pm
The problem code in question has persisted on my W204 C220 for a duration exceeding two years. I have made little efforts to address the issue at hand due to my belief that a) its resolution is not straightforward and b) it does not seem to have any discernible influence on performance.
There seems to be no discernible effect on the manner in which my vehicle attains its optimal operating temperature.
As hypothesised, it is plausible to consider that there may be a malfunction with the thermostat, which seems to be unrelated to the fault code now being seen.
There seems to be no discernible effect on the manner in which my vehicle attains its optimal operating temperature.
As hypothesised, it is plausible to consider that there may be a malfunction with the thermostat, which seems to be unrelated to the fault code now being seen.
Apologies for the typographical error, which was inadvertently facilitated by the predictive text feature.
The vehicle in question is a C220 CDI, specifically an estate model denoted by the "T" designation. The OM651 engine is the official powertrain for this particular vehicle.
It is quite probable that the thermostat is the cause of the issue, since it is known to be susceptible to malfunction.
I have not conducted an extensive investigation into this matter, as it is my initial encounter with a potential thermostat malfunction in these engines. However, it is worth noting that the water pump in these engines is supported by vacuum assistance. Without delving into the subject matter in depth, it is plausible that this vacuum assistance may only disengage the water pump for a maximum duration of 500 seconds during the engine's startup process.
The vehicle in question is a C220 CDI, specifically an estate model denoted by the "T" designation. The OM651 engine is the official powertrain for this particular vehicle.
It is quite probable that the thermostat is the cause of the issue, since it is known to be susceptible to malfunction.
I have not conducted an extensive investigation into this matter, as it is my initial encounter with a potential thermostat malfunction in these engines. However, it is worth noting that the water pump in these engines is supported by vacuum assistance. Without delving into the subject matter in depth, it is plausible that this vacuum assistance may only disengage the water pump for a maximum duration of 500 seconds during the engine's startup process.
Thank you for your prompt reply. I possess a high level of assurance that the fault codes are not causally linked to the underheating issue. However, I have successfully located the fault codes and, since I am actively engaging in the repair process, I am determined to rectify all identified issues.
There seems to be no discernible impact on the performance of my vehicles; nevertheless, a cursory examination suggests that the Y85 actuator may sometimes aid in mitigating the emission of soot into the exhaust system. If this assertion holds true, it would be advantageous for the Diesel Particulate Filter (DPF).
It should be noted that the diesel particulate filter (DPF) in question exhibits optimal health, as seen by the absence of ash and soot accumulation over a 200-mile passive cycle.
I am curious to know whether anybody else has encountered the Y85 problem and if there is any knowledge of its underlying causes, specifically if it is attributed to electrical or vacuum-related issues. Additionally, I am interested in determining whether it is more advantageous to undertake repairs or to refrain from intervening.
There seems to be no discernible impact on the performance of my vehicles; nevertheless, a cursory examination suggests that the Y85 actuator may sometimes aid in mitigating the emission of soot into the exhaust system. If this assertion holds true, it would be advantageous for the Diesel Particulate Filter (DPF).
It should be noted that the diesel particulate filter (DPF) in question exhibits optimal health, as seen by the absence of ash and soot accumulation over a 200-mile passive cycle.
I am curious to know whether anybody else has encountered the Y85 problem and if there is any knowledge of its underlying causes, specifically if it is attributed to electrical or vacuum-related issues. Additionally, I am interested in determining whether it is more advantageous to undertake repairs or to refrain from intervening.
-
MBcarOWNER
- Moderator
- Posts: 126
- Joined: Fri Sep 13, 2019 2:15 pm
I am experiencing a same mistake, however accompanied by other complications that I suspect to be interconnected.
I have encountered issues related to boost pressure, and after doing a thorough examination of various components such as intercooler pipes, I am inclined to believe that the exhaust gas recirculation (EGR) system may be the root cause. During the process of acceleration, my vehicle has intermittent disruptions at around 2,000 revolutions per minute. Initially, this issue was resolved by using a canister of exhaust gas recirculation (EGR) cleaner, which provided a temporary solution for many months. Unfortunately, on this occasion, there was no such fortuitous outcome, but the same problem persisted.
I believe there may be a potential occurrence of a boost leak, resulting in the obstruction of a Diesel Particulate Filter (DPF) regeneration process, hence causing an accumulation of soot inside the system.
I will need to see an expert, since any other course of action beyond my ability.
I have encountered issues related to boost pressure, and after doing a thorough examination of various components such as intercooler pipes, I am inclined to believe that the exhaust gas recirculation (EGR) system may be the root cause. During the process of acceleration, my vehicle has intermittent disruptions at around 2,000 revolutions per minute. Initially, this issue was resolved by using a canister of exhaust gas recirculation (EGR) cleaner, which provided a temporary solution for many months. Unfortunately, on this occasion, there was no such fortuitous outcome, but the same problem persisted.
I believe there may be a potential occurrence of a boost leak, resulting in the obstruction of a Diesel Particulate Filter (DPF) regeneration process, hence causing an accumulation of soot inside the system.
I will need to see an expert, since any other course of action beyond my ability.
-
MBcarOWNER
- Moderator
- Posts: 126
- Joined: Fri Sep 13, 2019 2:15 pm
I have not had any issues with temperature. I hypothesise that the problem lies with the bypass switch, which is responsible for diverting exhaust gases either to the cooler or keeping it closed. It is plausible that your bypass switch is stuck in the open position, allowing all gases to travel through the cooler, while mine is stuck in the closed position, preventing any gases from passing through. The accessibility of exhaust gas recirculation (EGR) on these engines is a challenge, therefore explaining my hesitation in doing the task.
The bypass switch does not seem to be in a stuck position. The object may be manipulated with precision using manual control. Hence, the issue lies with either the vacuum or the vacuum equipment. The water pump is further activated by a vacuum unit which receives its supply from the same vacuum pipe.
The hoover units are well concealed, but remain within reach. I have not yet had the opportunity to do a thorough examination of them, since I have not encountered any operational difficulties.
The hoover units are well concealed, but remain within reach. I have not yet had the opportunity to do a thorough examination of them, since I have not encountered any operational difficulties.