Quick viewable / Printable steps
| Preparation | |
|---|---|
| Driver’s door open, doors unlocked, key not in ignition |
| Initial Sequence | Count |
|---|---|
| Insert & remove key from ignition within 5 seconds | x2 |
| Close & open driver’s door within 40 seconds | x2 |
| Insert & remove key from ignition | x1 |
| Close & open driver’s door within 40 seconds | x2 |
| Insert key into ignition and close driver’s door | x1 |
| Programming Mode Entry | |
|---|---|
| Ignition ON then OFF | x1 = Add & Keep Existing |
| Ignition ON then OFF | x2 = Delete & add remotes |
| Remove key | locks cycle |
| Remote Pairing | |
|---|---|
| Press & hold LOCK + UNLOCK on new remote (1.5 seconds) | 2 buttons |
| Press LOCK on remote within 3 seconds | lock button |
| Repeat remote programming steps for each additional remote |
| Exit Programming Mode | |
|---|---|
| Open driver’s door |
had a problem where i was looking for a wiring diagram for a long time now that i have found it and the process
ECU Bosch –
branded ecus marked on the case, they call it
ME7.6.1 – suspect k line comms – untested at this point
ME7.6.2 – CAN comms – tested at this point
Tools to use
Carprog
Abrites
Process & What you can do
- Vin read & Change Vin
- Reset ECU
- Read and Write Immo Data
Things to know that the Carprog goes to do it but it doesn’t complete Tried Different versions still nothing
Ecu Pin Out to obd2 plug
in the image below you dont need all the bullshit get Wider Spades for power 12V
- 12V Power
- 18 & 19
- 49 & 43
- 12v Switch
- 51
Connect can high and can Low use K line as needed and go for it.
🔁 Reset Procedures (Start Here)
Reset A – Basic
- Ignition ON
- Open window halfway
- Fully close using UP switch
- Hold UP for 1 second
- Test AUTO DOWN
Reset B – Auto-Reverse Fault
- AUTO UP 10 times (window closes then opens slightly)
- Confirm AUTO UP stops responding
- Perform Reset A
- Retest AUTO UP/DOWN
If reset fails, proceed to connector-level diagnostics below.
⚠️ Key Notes Before Testing
- All switches are CPU-controlled — never probe with a standard test light
- Pulse durations:
- AUTO UP ≈ 130 ms
- AUTO DOWN ≈ 300 ms
- Manual hold = steady voltage while pressed
- Ground faults can suppress pulses — verify ground integrity before chasing signal loss
- Use a powered oscilloscope across motor terminals or switch outputs
🧠 Ground Fault Suppression – How It Stops Pulses
In this CPU‑controlled system, the motor ground pin is part of the control reference. If the CPU detects an abnormal ground condition, it will inhibit or instantly cut the UP/DOWN output.
Fault Modes
| Fault Type | Electrical Effect | CPU Reaction | Scope Result |
|---|---|---|---|
| High‑resistance / open ground | Ground floats above 0 V under load | CPU inhibits output entirely | Flat trace (no pulse) |
| Hard short to ground | Output driver sees permanent low | CPU detects overcurrent and shuts down | Very brief blip or none at all |
Scope Examples
Normal AUTO UP (~130 ms pulse) ⬜────────▮▮▮▮▮────────
Normal AUTO DOWN (~300 ms pulse) ⬜────────█████████────────
Suppressed by open/high‑resistance ground ⬜──────────────────────── (flat line)
Suppressed by hard short to ground ⬜─▏────────────────────── (tiny blip, then flat)
Tip: Always scope at D3 first. If no pulse, check ground continuity and load‑test it before suspecting the master switch.
🔧 Master Switch (RHD Driver’s Side)
🧠 Diagnostic Implications
- Each window has dedicated UP/DOWN lines from the master switch to D3 — no shared “Pin 14” logic line in this model
- Rear windows have a common/control feed (G/B) per side, but not shared between sides
- If a single UP/DOWN line is shorted or grounded, only that window fails
- If the master switch CPU detects a fault, it may disable all outputs (full system lockout)
- Ground faults on motor ground pins can suppress pulses entirely
🔍 Oscilloscope Setup Tips
- Trigger: rising edge, ~8–10 V
- Timebase: 200 ms/div for AUTO pulses
- For manual hold: widen timebase and look for steady high while pressed
- Always back-probe at D3 first — isolates door harness from body harness faults
🧩 Fault Logic Summary
- Rear window fault (e.g., grounded Pin 14) can suppress all window functions
- Master switch CPU may enter protection mode
- No pulses visible on oscilloscope if logic is suppressed
- Front motors are independently wired—failures are isolated unless CPU halts
At P&G Motors, we specialize in precision diagnostics and manufacturer-authentic repairs. One common issue we see in late-model Mercedes engines—especially the M276—is a camshaft timing error on the left intake bank, often flagged by fault codes like P0016, P0021, or P0018.
⚠️ Symptoms
- Check Engine Light (CEL)
- Rough idle or misfires
- Fault codes for intake camshaft timing (Bank 2)
- Poor fuel economy or sluggish performance
🧭 Bank Orientation – Identifying Left vs. Right Camshaft
On the Mercedes M276 engine, Bank 2 is the left side when viewed from the driver’s seat (i.e., sitting in the car facing forward). So:
- Left camshaft = Bank 2
- Right camshaft = Bank 1
This aligns with the diagnostic references and service procedures for camshaft adjuster faults like P0016 and P0011, which often affect Bank 2 intake timing.
🔍 Root Cause: Tone Wheel Misalignment
The camshaft tone (reluctor) wheel signals camshaft position to the ECU. On the M276, this wheel can rotate independently of the camshaft, causing timing errors even if the chain and adjuster are intact.
At 53° past TDC, the reluctor tooth should be just approaching the magnetic pickup in the camshaft sensor port—not centered, not lagging. If it’s off by ~10°, the wheel has likely slipped.
✅ Inspection Method
- Set crankshaft to 53° past TDC for cylinder 1.
- Remove the intake camshaft sensor on the left bank.
- Look through the sensor port:
- The reluctor tooth should be just about to enter the magnetic pickup zone.
- If it’s already past or lagging behind, the tone wheel is misaligned.
- Check spring load on the camshaft:
- If the cam resists rotation, the wheel is likely still locked.
- If it sits still, the wheel may have rotated independently.
🔧 Repair Options
- Realign the tone wheel using a flathead screwdriver through the sensor port (if accessible).
- Replace the camshaft if the wheel has permanently slipped or damaged its seat.
- Verify timing chain and adjuster integrity before reassembly.
🧠 Why It Matters
Incorrect camshaft timing can cause long-term engine damage, failed emissions tests, and poor drivability. At P&G Motors, we use manufacturer procedures and precision tools to ensure your Mercedes runs exactly as intended.
📞 Book Your Diagnostic Today
If your Mercedes is showing timing errors or running rough, contact us for a full inspection. We’ll confirm tone wheel alignment, sensor signal integrity, and timing chain condition—no guesswork, no generic fixes.
Starter relay
there is nothing in the workshop manual to tell you where apart from the start cut relay,.
you go test it and it works,
you pull up the scan data and every thing on the live data works but still no out put to the starter motor solenoid red wire,
so then you look look look read the workshop manual and find this
THEN YOU GET TO THIS PART
NOW THERE IS NO BOLD HEADING OR ANYTHING LIKE THAT
SO THEN I JUST STARTED TO PULL THE CAR APAPRT AND FOUND ANOTHER FUSE BOX UNDER THE LEFT FRONT HEAD LIGHT
SMASHED COVER FROM A ACCIDENT AND THE REALY IS FULL OF WATER
FUCK YOU HONDA
Table of Contents
Passenger Compartment Fuse Box
Fuse Box Location
Passenger compartment fuse box (upper): Open the glovebox and remove the panel from the glovebox liner. A label on the panel shows the circuits protected and the fuse locations.
Passenger compartment fuse box (lower): Remove the lower access panel.
Fuse Box Diagram
Assignment of the fuses in the instrument panel fuse box
| № | Amps | Circuits protected |
|---|---|---|
| 1 | 5 | Smart key receiver, Alarm sensor, Tyre Pressure Monitoring System (TPMS) |
| 2 | – | – |
| 3 | 10 | Front fog lamps |
| 4 | – | – |
| 5 | 5 | Anti-lock Braking System (ABS) |
| 6 | 5 | Adaptive dynamics, Electric differential control module (E-diff) |
| 7 | – | – |
| 8 | 25 | Passenger door module |
| 9 | – | – |
| 10 | 5 | Heated washer jets |
| 11 | 10 | Trailer reverse lights |
| 12 | 5 | Reverse lights |
| 13 | – | – |
| 14 | 5 | Brake pedal switch |
| 15 | 30 | Heated rear screen |
| 16 | 5 | Electric Power Assisted Steering (EPAS) |
| 17 | 5 | Keyless entry control module |
| 18 | 5 | 2017-2019: Engine cooling. |
| 19 | 5 | Engine management control module |
| 20 | 5 | Adaptive Cruise Control (ACC) |
| 21 | 5 | Centre console switch, Outboard fascia switch |
| 22 | 5 | Automatic transmission |
| 23 | – | – |
| 24 | – | – |
| 25 | – | – |
| 26 | – | – |
| 27 | 10 | 2017-2019: Trailer fog lights. |
| 28 | – | – |
| 29 | – | – |
| 30 | – | – |
| 31 | 5 | Rain sensor, Auxiliary lamp switch, Voltage quality module, Humidity sensor, Electrical power management |
| 32 | 25 | Driver door module |
| 33 | – | – |
| 34 | 10 | Locking fuel flap |
| 35 | – | – |
| 36 | 5 | Battery back-up sounder |
| 37 | 20 | Keyless entry control module |
| 38 | 15 | Front screen washer |
| 39 | 25 | Left rear door module |
| 40 | 5 | Driver door window switch |
| 41 | 5 | Gateway module |
| 42 | 30 | Driver’s front seat |
| 43 | 15 | Rear screen washer |
| 44 | 25 | Right rear door module |
| 45 | 30 | Front passenger seat |
| 46 | – | – |
| 47 | 20 | Sunblind control unit |
| 48 | 15 | Trailer connector power supply |
| 49 | – | – |
| 50 | – | – |
| 51 | 5 | Steering wheel switches |
| 52 | 20 | Cigar lighter |
| 53 | 20 | Cubby box accessory power socket |
| 54 | – | – |
| 55 | 20 | Rear console accessory power socket |
| 56 | 10 | Supplementary Restraint System (SRS) |
| 57 | 10 | Interior lamps |
| 58 | – | – |
| 59 | – | – |
| 60 | 5 | Occupancy sensor, Passenger airbag disabling lamp |
| 61 | 5 | Engine starting |
| 62 | – | – |
| 63 | 20 | Loadspace accessory power socket |
| 64 | – | – |
| 65 | – | – |
| 66 | 5 | Diagnostics |
| 67 | 15 | Trailer |
| 68 | – | – |
| 69 | 15 | Automatic transmission |
Engine Compartment Fuse Box
Fuse Box Location
- Remove the 2 plastic fixings (see illustration) and pull the tube up to release it from the air box.
- Unlatch the tabs (arrowed) to release the fuse box cover.
Fuse Box Diagram
Assignment of the fuses in the engine compartment fuse box
| № | Amps | Circuits protected |
|---|---|---|
| 1 | 5/30 | 2015: Starter motor sensor. 2016: Starter motor (2.0L petrol) / Engine management system (2.0L diesel). 2017: Engine management system. 2018-2019: Engine management system (diesel only). |
| 2 | 5 | 2015: Voltage quality module. 2016: Electrical power management (diesel). 2017-2019: Electrical power management (diesel only). Engine management system (petrol only). |
| 3 | 80 | 2015: Cooling fans. 2016-2019: Power steering. |
| 4 | 60 | Glow plugs (diesel only). |
| 5 | 80/100 | 2015: Electric Power Assisted Steering (EPAS). 2016-2019: Engine cooling. |
| 6 | 10/15 | 2015: Oxygen sensors. 2016-2019: Engine management system. |
| 7 | 15 | 2017: Engine management system |
| 8 | 20/15 | Engine management system |
| 9 | 10 | 2015: Diesel – Engine sensors. 2016-2019: Engine management system. Diesel Exhaust Fluid (DEF) (diesel only). |
| 10 | – | – |
| 11 | 10 | 2015: Diesel and Petrol – Engine sensors. 2016-2019: Engine management system. |
| 12 | 10/15 | 2015: Diesel – Exhaust Gas Recirculation (EGR) bypass, Water in fuel sensor / Petrol – Ignition coils. 2016-2019: Engine management system |
| 13 | – | – |
| 14 | 10/15 | 2015: Diesel – Engine sensors / Petrol – Oxygen sensors. 2016-2017: Engine management system. 2018-2019: Engine cooling (petrol only) / Engine management system (diesel only). |
| 15 | 40 | 2015-2016: Starter motor. 2017-2019: Engine management system. |
| 16 | 100 | Auxiliary heater. |
| 17 | 60 | Passenger compartment fuse box |
| 18 | 60 | Passenger compartment fuse box |
| 19 | 60 | Luggage compartment fuse box |
| 20 | 60 | Luggage compartment fuse box |
| 21 | 60 | 2015: Voltage quality module. 2016-2019: Electrical power management. |
| 22 | 30 | Front windscreen wipers |
| 23 | 40 | Passenger compartment fuse box |
| 24 | 30 | 2015-2016: Diesel – Starter motor. 2017-2019: Starter motor (diesel automatic and petrol only). |
| 25 | 40 | Anti-lock Braking System (ABS) |
| 26 | 40 | Anti-lock Braking System (ABS) |
| 27 | 40 | Passenger compartment fuse box |
| 28 | 40 | Heater blower motor |
| 29 | 30 | Electric trailer brake (Australia) |
| 30 | 15 | Headlamp washer |
| 31 | 15 | Horns |
| 32 | 10 | Air conditioning clutch |
| 33 | 5 | Horn, Heated windscreen, Fuel pump |
| 34 | 40 | Heated front screen – left-side |
| 35 | 40 | Heated front screen – right-side |
| 36 | 5 | 2015: Engine Management System (EMS), Air conditioning clutch, Starter motor pinion. 2016-2019: Engine management system, Air conditioning. |
| 37 | 20 | Fuel pump. |
| 38 | 5 | 2015: Steering wheel module |
| 39 | 5 | 2015: Adaptive Cruise Control (ACC) |
| 40 | 5 | Adaptive front lighting system – Right headlamp |
| 41 | 5 | Adaptive front lighting system – Left headlamp |
| 42 | 5 | Headlamp control unit, Dynamic headlamp levelling control unit |
| 43 | 5 | 2015: Climate/Heated seat relay coils |
| 44 | 10 | Heated steering wheel |
| 45 | 5 | 2016-2019: Steering wheel. |
Loadspace Fuse Box
Fuse Box Location
Rotate the latch and remove the panel from the left side trim of the luggage compartment.
Fuse Box Diagram
Assignment of the fuses in the luggage compartment fuse box
| № | Amps | Circuits protected |
|---|---|---|
| FA1 | 30 | All Wheel Drive (AWD) – Disconnect and Efficient driveline |
| FA2 | 15 | Rear wiper relay |
| FA3 | 5 | All Wheel Drive (AWD) – Dynamic driveline |
| FA4 | 10 | Telematics module |
| FA5 | 20 | Driver’s heated seat module |
| FA6 | 20 | Rear heated seat module (left side) |
| FA7 | 5 | Wade sensing module |
| FA8 | – | – |
| FA9 | – | – |
| FA10 | 20 | Rear climate control |
| FA11 | 30 | Deployable tow bar. |
| FA12 | 25 | 2017-2019: Diesel Exhaust Fluid (DEF). |
| FB1 | – | – |
| FB2 | – | – |
| FB3 | 10 | Instrument panel |
| FB4 | 5 | Gateway module |
| FB5 | 5 | Auto high beam (High beam assist) control module |
| FB6 | 5 | Proximity camera or rear-view camera |
| FB7 | 5 | Blind Spot Monitor (BSM) |
| FB8 | 10 | Head-up display |
| FB9 | – | – |
| FB10 | 5 | 2016-2019: Adaptive Cruise Control (ACC) |
| FB11 | 40 | Audio amplifier |
| FB12 | 20 | 2016-2019: Audio amplifier |
| FD1 | 20 | Front passenger’s heated seat module |
| FD2 | 20 | Rear heated seat module (right side) |
| FD3 | 10 | Rear and glovebox USB ports |
| FD4 | – | – |
| FD5 | 30 | 2015: Magnaride. 2016-2019: Adaptive suspension. |
| FD6 | 25 | Powered tailgate |
| FD7 | 5 | 2015: FBH receiver. 2016-2019: Auxiliary heater. |
| FD8 | 5 | 2016-2019: Auxiliary coolant pump. |
| FD9 | 5 | Comfort relay |
| FD10 | 25 | 2017-2019: Fuel pump (Russian and Indian vehicles only). |
| FD11 | 40 | 2016: Diesel Exhaust Fluid (DEF). |
| FD12 | – | – |
| 1 | 15 | Touchscreen, Front integrated control panel |
| 2 | 10 | 2015: Audio amplifier. 2016-2019: Audio amplifier. Audio video input/output panel. |
| 3 | 10 | Gesture tailgate |
| 4 | 10 | Navigation, Television tuner, Phone |
| 5 | 15 | Audio head unit |
| 6 | 15 | Rear seat actuators, Audio video input/output panel |
| 7 | – | – |
| 8 | – | – |
| 9 | – | – |
| 10 | – | – |
| 11 | – | – |
| 12 | – | – |
| 13 | – | – |
| 14 | – | – |
| 15 | 15 | Front and rear integrated control panels – heating and ventilation |
| 16 | 20 | 2015-2016: Fuel fired booster heater. 2017-2019: Auxiliary heater. |
The fault code P0AA6 – hybrid battery isolation fault is what the name suggests the wiring between units is not good, but there are sub codes and how to quickly identify what to do
SUB CODES / INF Codes
526 – vehicles orange cables are shorting somewhere water in harness plug ( corrosion ) clean harness plugs and check resistance should be in the 3 M,Ohms and higher region so the book says i usually see 30m ohms or higher or nothing at all ( ultimately )
611 – AC Compressor is shorting out ( most common )
612 – Battery is shorting out to the frame
613 – Electric Motors Shorting
614 – Invertor is shorting
Where to Find the Subcodes ?
Quick Answer is Tech Stream in the freeze frames for the Fault
Some show in the live data ( Year model Pending ).
Search for the PID ( Detail Codes 1 though 5 ) this will show you the results of the tests carried out every time you start the car, or delete the fault code it will run the tests again.
* quick hint * if you turn on the a/c and its the compressor is shorted. the check battery sign will come up on cluster quicker. and if fuse blown in inverter you will get the B1498 Fault listed below.
B1498 – Communication Malfunction (A-C invertor local)
what they don’t tell you is that it could be the fuse in the Inverter Take the cap off and look at the fuse white crystals it should still have ohm resistance to work
Scan tool based repair unlike earlier versions of the same
when the abs has been reset the ABS Module will need to be re calibrated. ( Depending on the year / depends on what they called it ) In our case, TEST Mode need to be activated and the abs must flash and switch ign off and then should be done
This is not your typical and i think its actually happening more and more, or now that we are aware of it we see it more.,
Here is what we had done to diagnose the issue,
- Scan And Record Fault Codes
Pcm
P0234 – Turbo Charger Over Boost Condition
Abs
Ecm And Tcm Invalid Data Codes
Test Drive Vehicle And Found That The Fault Code Is Correct And That The Boost Pressure Is Going Too High
Desired Valve Of: 17 Psi
Turbo Is Hitting: 32 Psi - Inspections
Check Egr And For Other Accessories
Found The Numbers All Look Good,
Check Boost Sensor And Found To Be Relatively Clean - Check Turbo And Turbo Actuator Rods And Control
Found There Is No Reset For The Turbo Actuator And The Turbo Actuator Is Vacuum On Solenoid Type,
Check The Operation Of The Vacuum And Found To Be Ok - Reset Fuel Pump And Injectors
Seeing As There Is No Reset Specifically For The Turbo Actuator Learning
Clear The Learning Values For The Main Diesel Fuel Pump And The Pre Injection Learning.
Carry Out Drive Cycle And Check That The Learning Is Complete,
Found That During The Boost Levels Are Good And Not Going Wildly Above Desired Boost Pressure - 2nd Drive Cycle
Carry Out 2nd Drive Cycle And Check Turbo Operation
Found Turbo Operation Follows The Desired,
Desired Value: 17 Psi
Turbo Is Hitting: 17.5 Psi
And Regulated Is Just Below A Second Later ( No Wild Boost)
The Vehicle Doesn’t Feel As Punchy Now,
But The Vehicle Now Drives How They Should.
i have been working on a vehicle now for over 6 weeks and in Australia trying to use witech to connect to a vehicle online with all the account non sense is really time consuming and has left and will always leave a bad taste in my mouth about stellatis.
how ever whilst searching or clues I found this very well written document about how the whole SKIM and RFH system works and how it’s tied together
DESCRIPTION AND OPERATION, SMART KEY IMMOBILIZER MODULE
The Smart Key Immobilizer Module (SKIM) contains a Radio Frequency (RF) transceiver and a central processing unit, which includes the Smart Key Immobilizer System (SKIS) program logic. The SKIS programming enables the SKIM to program and retain in memory the codes of at least two, but no more than eight electronically coded Smart Key transponders.
The SKIS programming also enables the SKIM to communicate over the Chrysler Collision Detection (CCD) data bus network with the Powertrain Control Module (PCM), the instrument cluster and/or the DRB scan tool.
The SKIM transmits and receives RF signals through a tuned antenna enclosed within a molded plastic ring formation that is integral to the SKIM housing. When the SKIM is properly installed on the steering column, the antenna ring is oriented around the circumference of the ignition lock cylinder housing. This antenna ring must be located within eight millimeters (0.31 inches) of the Smart Key in order to ensure proper RF communication between the SKIM and the Smart Key transponder.
For added system security, each SKIM is programmed with a unique “Secret Key” code and a security code. The SKIM keeps the “Secret Key” code in memory and sends the code over the CCD data bus to the PCM, which also keeps this code in its memory. The SKIM also sends the “Secret Key” code to each of the programmed Smart Key transponders. The security code is used by the assembly plant to access the SKIS for initialization, or by the dealer technician to access the system for service. The SKIM also stores in its memory the Vehicle Identification Number (VIN), which it learns through a CCD data bus message from the PCM.
The SKIM and the PCM both use software that includes a rolling code algorithm strategy, which helps to reduce the possibility of unauthorized SKIS disarming. The rolling code algorithm ensures security by preventing an override of the SKIS through the unauthorized substitution of the SKIM or the PCM. However, the use of this strategy also means that replacement of either the SKIM or the PCM units will require a system initialization procedure to restore system operation.
When the ignition switch is turned to the On or Start positions, the SKIM transmits an RF signal to excite the Smart Key transponder. The SKIM then listens for a return RF signal from the transponder of the Smart Key that is inserted in the ignition lock cylinder. If the SKIM receives an RF signal with valid “Secret Key” and transponder identification codes, the SKIM sends a “valid key” message to the PCM over the CCD data bus. If the SKIM receives an invalid RF signal or no response, it sends “invalid key” messages to the PCM. The PCM will enable or disable engine operation based upon the status of the SKIM messages.
The SKIM also sends messages to the instrument cluster over the CCD data bus network to control the SKIS indicator lamp. The SKIM sends messages to the instrument cluster to turn the lamp on for about three seconds when the ignition switch is turned to the On position as a bulb test. After completion of the bulb test, the SKIM sends bus messages to keep the lamp off for a duration of about one second. Then the SKIM sends messages to turn the lamp on or off based upon the results of the SKIS self-tests. If the SKIS indicator lamp comes on and stays on after the bulb test, it indicates that the SKIM has detected a system malfunction and/or that the SKIS has become inoperative.
If the SKIM detects an invalid key when the ignition switch is turned to the On position, it sends messages to the instrument cluster to flash the SKIS indicator lamp. The SKIM can also send messages to the instrument cluster to flash the lamp and to generate a single audible chime tone. These functions serve as an indication to the customer that the SKIS has been placed in its “Customer Learn” programming mode. See Smart Key Immobilizer System Transponder Programming in this group for more information on the “Customer Learn” programming mode.
For diagnosis or initialization of the SKIM and the PCM, a DRB scan tool and the proper Diagnostic Procedures manual are required. The SKIM cannot be repaired and, if faulty or damaged, the unit must be replaced.
The secret key can be read from the PCM
The secret key can be transfered from the WCM to the PCM and BCM with alfa obd
The Secret Key can be rewritten on the PCM with APNT.
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