Hello , I'm a new member . I have a 1996 C200 W202 with what appears to be a common problem. It is only running on 2 cylinders . After reading up ,I think it will be the ecu 018 545 11 32 . Does any one have any ideas how best to solve this problem ? Regards Malcolm
flango
Hardcore MB Enthusiast
Can the ecu just not be rebuilt at somewhere like ecu testing Derbyshire these guys work miracles
flango
Hardcore MB Enthusiast
ECU testing did the ECU on SWMBO Audi A8 charged £145 and was perfect they really are good, best of luck
grober
MB Master
Unfortunately for this encapsulated /sealed type they can't be rebuilt/repaired . Substitution is the only practical solution
flango
Hardcore MB Enthusiast
If its the type where the eprom is encapsulated in gel as a sealed unit they can be done had one done on an Audi S3 like this. Not sure of the MB type but would be surprised if it's miles different to the Audi one of the same generation but you never know
grober
MB Master
There was a thread on here with internal pictures on these ECUs some time back but I can't seem to locate it. 
Only picture I could find was this? the components that fail "as usual" are the ignition coil transistors marked here with red spots. Repairing these surface mount type components and very delicate component leads is a pretty hit and miss prospect after removing the encapsulation material----- this I would offer is enough to put most professional ECU repairers off- not that they couldn't do it- but it might end up costing them money to offer the repair at a price the market would accept. 
Only picture I could find was this? the components that fail "as usual" are the ignition coil transistors marked here with red spots. Repairing these surface mount type components and very delicate component leads is a pretty hit and miss prospect after removing the encapsulation material----- this I would offer is enough to put most professional ECU repairers off- not that they couldn't do it- but it might end up costing them money to offer the repair at a price the market would accept.
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There was a thread on here with internal pictures on these ECUs some time back but I can't seem to locate it.
Post 8.
grober
MB Master
Thanks for the reminder it was post#33 that had the pictures.
http://www.mbclub.co.uk/forums/1400942-post33.html
and
grober
MB Master
A further addition to this old thread but designed to extend the knowledge base on the PMS type ECU's Its a link to a Russian site and unfortunately much of it is in Russian but maybe someone knows how to translate Pdf's or word files??
Index of /auto/W124/MB_200E_1993/PMS
Index of /auto/W124/MB_200E_1993/PMS
grober
MB Master
For anyone serious they could try this for the text [ a bit at a time like a diagram legend for example -tends to choke on a whole document]
https://www.freetranslation.com/en/translate-english-russian
https://www.freetranslation.com/en/translate-english-russian
grober
MB Master
This seems to be quite a good pdf translation program retaining much of the original format. Multilizer PDF Translator - Translate PDF Documents Automatically. Like most of the good ones its not free but you can try it out first.
ps ---this is the definative document
http://www.drbenz.ru/pms_111_mercedes_manual.pdf
ps ---this is the definative document
http://www.drbenz.ru/pms_111_mercedes_manual.pdf
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grober
MB Master
And this rather damning document from Russia [ translated] on the PMS system operation in cold climate.
PMS control system found on such popular bodies as the W124 and W202 (a later version - on the W638 Vito). It is used to control the petrol engines and 111,940 111,941 2.0-liter and - 111,920 volume of 1.8 liters. The name of this system received by different mechanism dosing injection: instead of air flow measurement tracked vacuum in the intake manifold of the engine (Pressure Monitoring System), and the air flow meter is absent, respectively.
injection and ignition management system integrated in the PMS and represented by one electronic control unit (ECU). ECU PMS produced by Bosch and Siemens, the latter named own modifications ECU PMS (and its own modification of the control system) in accordance with its trademark the Motronic, for example, MP6.0. However, in practice often neglected accurate classification and called all the control systems without the air flow meter as the PMS.
Operation PMS has revealed a fault typical characteristic of constructive performance of this system. Quite often there are hard starting a cold engine idling and instability. And that, and another can be attributed to errors in dosing injection that is installed, for example, to measure the injector pulse width (in the garage practical to measure the pulse duration of injection can be a special digital meter or oscilloscope in standby mode: with injector signal is simultaneously measuring and triggering oscilloscope jacks, running inverse). The nominal value of each pulse duration is about 5 milliseconds (ms). When the injection pulse duration of less than 2 ms cold engine does not start, even though the flash in the cylinders may occur. Intermediate values correspond to the duration of the cold engine at a lean fuel mixture, which finds expression in "navigating" the speed of its idling.
The reasons are multiple incorrect dosing injection, but are diagnosed especially hard if linked to malfunction or damage to ECU PMS, when the data on the vacuum in the intake manifold of the engine are wrong.
Relatively simple situation can arise, for example, vacuum line fault (tubes) between the intake manifold and the ECU. Here is a list of possible problems: inflection, blockage, cut or disconnect the vacuum tube. In practice it comes to ice blockage or motor oil. The fact that the ECU and the collector connection devoid of any buffer or filter elements which would contribute to the separation of air in the tube from extraneous components. Those two components.
Firstly, the intake manifold is exposed to dew condensation on its inner surface, which is particularly intense for short trips in the winter is not fully warmed up engine. To compensate for the dew process the developer has provided electric heating each of 4 collector tubes. By including heating relay controls the ECU, and the heating circuit itself is protected by a fuse. It often turns out that the fuse is removed for a long time by the owner as "everything does not affect." Unfortunately, no computer diagnostics are not able to mention non-functional heating when it fails due to the removal or failure of this fuse (as well as wiring breakage). Rosa from the intake manifold enters the vacuum line and, freezing, blocking access "vacuum" of the reservoir for ECU measurement.
Secondly, as the aging of the engine into the intake manifold begins to throw the engine oil. Coking them vacuum line also leads to errors in the measurement of the air in the intake manifold vacuum.
A factor contributing to damage to the ECU, is that the vacuum line is designed as a short tube which decreases from the nozzle in the manifold fitting to the ECU. The tube is a natural conduit of water and oil into the ECU. A ECU installed so (fitting up) that collects liquid flowing down into it by a vacuum tube. Moreover, the ECU itself is designed so that holds a liquid, and even remove them from the dismantled unit is problematic.
A partial solution to protect ECU problem is to replace the vacuum tube to elongate the same, which is folded and allows you to better observe the dew or oil in the loop. Characteristically, in parts PMS now comes not original short trunk, namely the length of the tube is increased. Note that the cost of proprietary elongated tube, which protects the ECU, is only about a quarter percent of the value of the control unit.
ECU damage occurs as a result of corrosion of embedded therein vacuum sensor under the influence of water (for the formal classification the exact name of the sensor - absolute pressure). It is also an experimental fact that some components of the engine oil can damage the said sensor. It takes only one drop of oil to the sensor stopped working forever. Computer diagnostics of the relevant class confidently detect various defects built-in sensor, which means - ECU defect.
Culling late ECU PMS (Mercedes Vito) should take into account the peculiarities of the algorithm of their work in connection with the possible blocking immobilizer ECU staff. The fact that such a blocked ECU prevents the engine from starting the decrease, oddly enough, is the injection pulse width to about 0.3 ms, and it is not any physical malfunction. Note that the regular immobilizer Vito has two levels of protection: it is not going to happen by unlocking the high-frequency radio, smart key will not be accepted. As part of the built-in sensor ECU Vito is no different from many early PMS control units.
It is important to bear in mind that ECU PMS executed so that its electronic part is hermetically separated from the built-in sensor input compartment. This means that sensor replacement and cleaning of his compartment can fully restore the functioning of the control unit. To date, ECU PMS testing and recovery technology is well developed. Special attention in the development of technology of repair has been taken to preserve the appearance and reliability of the control unit (its factory performance of selected non-separable, the developer used some tricks to irreversible damage to the ECU when you try to open it).
Please note that the web can be found to describe the different internal sensor replaced by various sensors of the store. At the time, we conducted a lot of experiments with such sensors (including domestic and MAP / m). Satisfactory substitute among them found (the usual result - the car really starts to start, but not stable idling). We are convinced that the sensor should only be replaced on the original. In addition, descriptions substitutions typically no explanation for the ECU opening procedure. Because communication between people in the forums shows that the "repair" often ends in irreversible damage to it in the opening stage of the control unit. Therefore, I would like to warn against attempts ECU PMS amateur repairs.
So, one of the typical problems of PMS control system is fault-injection control. This fault is often traced back to damage the electronic engine control unit. Damage ECU controls injection part can be eliminated. The repaired or a new control unit on the machine must precede the establishment of the work of heating the intake manifold and ECU replacement vacuum tubes on the same extended length. Eliminating intrusion of engine oil into the intake manifold (by replacing the valve stem seals) must necessarily be followed by washing the inside surface of the reservoir.
PMS control system found on such popular bodies as the W124 and W202 (a later version - on the W638 Vito). It is used to control the petrol engines and 111,940 111,941 2.0-liter and - 111,920 volume of 1.8 liters. The name of this system received by different mechanism dosing injection: instead of air flow measurement tracked vacuum in the intake manifold of the engine (Pressure Monitoring System), and the air flow meter is absent, respectively.
injection and ignition management system integrated in the PMS and represented by one electronic control unit (ECU). ECU PMS produced by Bosch and Siemens, the latter named own modifications ECU PMS (and its own modification of the control system) in accordance with its trademark the Motronic, for example, MP6.0. However, in practice often neglected accurate classification and called all the control systems without the air flow meter as the PMS.
Operation PMS has revealed a fault typical characteristic of constructive performance of this system. Quite often there are hard starting a cold engine idling and instability. And that, and another can be attributed to errors in dosing injection that is installed, for example, to measure the injector pulse width (in the garage practical to measure the pulse duration of injection can be a special digital meter or oscilloscope in standby mode: with injector signal is simultaneously measuring and triggering oscilloscope jacks, running inverse). The nominal value of each pulse duration is about 5 milliseconds (ms). When the injection pulse duration of less than 2 ms cold engine does not start, even though the flash in the cylinders may occur. Intermediate values correspond to the duration of the cold engine at a lean fuel mixture, which finds expression in "navigating" the speed of its idling.
The reasons are multiple incorrect dosing injection, but are diagnosed especially hard if linked to malfunction or damage to ECU PMS, when the data on the vacuum in the intake manifold of the engine are wrong.
Relatively simple situation can arise, for example, vacuum line fault (tubes) between the intake manifold and the ECU. Here is a list of possible problems: inflection, blockage, cut or disconnect the vacuum tube. In practice it comes to ice blockage or motor oil. The fact that the ECU and the collector connection devoid of any buffer or filter elements which would contribute to the separation of air in the tube from extraneous components. Those two components.
Firstly, the intake manifold is exposed to dew condensation on its inner surface, which is particularly intense for short trips in the winter is not fully warmed up engine. To compensate for the dew process the developer has provided electric heating each of 4 collector tubes. By including heating relay controls the ECU, and the heating circuit itself is protected by a fuse. It often turns out that the fuse is removed for a long time by the owner as "everything does not affect." Unfortunately, no computer diagnostics are not able to mention non-functional heating when it fails due to the removal or failure of this fuse (as well as wiring breakage). Rosa from the intake manifold enters the vacuum line and, freezing, blocking access "vacuum" of the reservoir for ECU measurement.
Secondly, as the aging of the engine into the intake manifold begins to throw the engine oil. Coking them vacuum line also leads to errors in the measurement of the air in the intake manifold vacuum.
A factor contributing to damage to the ECU, is that the vacuum line is designed as a short tube which decreases from the nozzle in the manifold fitting to the ECU. The tube is a natural conduit of water and oil into the ECU. A ECU installed so (fitting up) that collects liquid flowing down into it by a vacuum tube. Moreover, the ECU itself is designed so that holds a liquid, and even remove them from the dismantled unit is problematic.
A partial solution to protect ECU problem is to replace the vacuum tube to elongate the same, which is folded and allows you to better observe the dew or oil in the loop. Characteristically, in parts PMS now comes not original short trunk, namely the length of the tube is increased. Note that the cost of proprietary elongated tube, which protects the ECU, is only about a quarter percent of the value of the control unit.
ECU damage occurs as a result of corrosion of embedded therein vacuum sensor under the influence of water (for the formal classification the exact name of the sensor - absolute pressure). It is also an experimental fact that some components of the engine oil can damage the said sensor. It takes only one drop of oil to the sensor stopped working forever. Computer diagnostics of the relevant class confidently detect various defects built-in sensor, which means - ECU defect.
Culling late ECU PMS (Mercedes Vito) should take into account the peculiarities of the algorithm of their work in connection with the possible blocking immobilizer ECU staff. The fact that such a blocked ECU prevents the engine from starting the decrease, oddly enough, is the injection pulse width to about 0.3 ms, and it is not any physical malfunction. Note that the regular immobilizer Vito has two levels of protection: it is not going to happen by unlocking the high-frequency radio, smart key will not be accepted. As part of the built-in sensor ECU Vito is no different from many early PMS control units.
It is important to bear in mind that ECU PMS executed so that its electronic part is hermetically separated from the built-in sensor input compartment. This means that sensor replacement and cleaning of his compartment can fully restore the functioning of the control unit. To date, ECU PMS testing and recovery technology is well developed. Special attention in the development of technology of repair has been taken to preserve the appearance and reliability of the control unit (its factory performance of selected non-separable, the developer used some tricks to irreversible damage to the ECU when you try to open it).
Please note that the web can be found to describe the different internal sensor replaced by various sensors of the store. At the time, we conducted a lot of experiments with such sensors (including domestic and MAP / m). Satisfactory substitute among them found (the usual result - the car really starts to start, but not stable idling). We are convinced that the sensor should only be replaced on the original. In addition, descriptions substitutions typically no explanation for the ECU opening procedure. Because communication between people in the forums shows that the "repair" often ends in irreversible damage to it in the opening stage of the control unit. Therefore, I would like to warn against attempts ECU PMS amateur repairs.
So, one of the typical problems of PMS control system is fault-injection control. This fault is often traced back to damage the electronic engine control unit. Damage ECU controls injection part can be eliminated. The repaired or a new control unit on the machine must precede the establishment of the work of heating the intake manifold and ECU replacement vacuum tubes on the same extended length. Eliminating intrusion of engine oil into the intake manifold (by replacing the valve stem seals) must necessarily be followed by washing the inside surface of the reservoir.
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