ECU for M104.996 engine in G320

[The G320 Driver]

Hello gerryvz,
I’m new here on board and had already lot of tips seen here for my G. I do have the same G-wagon like you. But I do have a big problem with the ecu. I’m searching a ECU for M104.996 engine which is not available in Germany because this G320 with the m104.996 engine is made for US/japan.
Is there any possibility to get it in US,
The serial Nr is VDO 019 545 02 32 [08]
Thank you.

 

[gerryvz]

It is impossible to find this ECU in the US, because the G320 was never imported officially by MB into the US. G-wagens only officially came through MB dealers in the US starting in the 2001 model year.

The 104.996 engine as far as I know is the only variant that was used for the G320 with M104 engine, and it was DEFINITELY available in Germany, Japan and some other countries. That said, the MAJORITY of G320 models did go to Japan. My own G320 from 1995, was originally delivered and registered in Germany, and brought into the USA via Europa International, in the early 2000s.

It is possible (as I have done) to use a "regular" HFM ECU from a sedan, wagon or cabrio. It must be 1994 or 1995 model year, though.

There are definitely resources in Germany for this ECU. I was ALMOST able to get one from Germany, but it would have been expensive. It was much easier to use a USD $25 "used" ECU from an E320 sedan.

I actually have recently sent my original (failed) G320 ECU to a forum member here, and he is evaluating the electronics for it, and hopefully replacing failed components (likely the capacitors).

 

[The G320 Driver]

Hi Gerry,
Thank you for this information, I already send the ecu to a workshop here in Germany which is very good experienced (ecu.de) but they couldn’t help me they said I need a same serial nr. as it mentioned above to clone it. Can you tell me which of the ecu’s are compatible with this engine? Is it just plug in play or do I need to reconfigure the immobilizer etc.
If you need something special from Germany I can help you out.

 

[The G320 Driver]

Hi Gerry,
Thank you for this information, I already send the ecu to a workshop here in Germany which is very good experienced (ecu.de) but they couldn’t help me they said I need a same serial nr. as it mentioned above to clone it. Can you tell me which of the ecu’s are compatible with this engine? Is it just plug in play or do I need to reconfigure the immobilizer etc.
If you need something special from Germany I can help you out.

Can you please send me your ecu serial number please ?

 

[gerryvz]

I don't have my ECU right now - one of our members has it. I will try to get the number off of it from him.

You can use any HFM injection E320 wagon, sedan or cabriolet ECU with the G320. I have run mine for more than 50,000km with no problem.

For the 1996 model year ECU (the last model year of the M104 before they went to the V-6 M112 engine), I think indeed it may be coded to the specific truck, and immobilizer, etc. But for 1994 and 1995 (at least MOST 1995 models) there is no hard-coding of the ECU and any equivalent M104.99x (in my case 104.992) engine ECU should work. My truck was made in late 1994 in Graz, but it is technically (by the US definition) a 1995 model.

My G320 has the infrared "first generation" of the immobilizer/remote locking (IRCL), which is not hard-coded to the ECU and the vehicle. I believe I have posted some reference materials in the past about the generations of immobilizer. It became progressively more coded to the vehicle starting DURING the 1995 model year and also for 1996.

What is the FIN/VIN of your G-wagen? That way we can triangulate the date it was produced and if it is an earlier or later truck. If your truck is 1994 or definitely through mid-1995, then it should not need coding in the ECU. The ECU is a drop-in "plug and play" replacement from a sedan.

 

[The G320 Driver]

my G-Wagon is from 05/1996, one of the latest inline 6 engine. Fin is WDB463xxxxxxxxxxxxx.
I do have the IR remote

 

[gerryvz]

Your G-wagen was made in April 1996, so it is a rather late one using that engine. My G-wagen was made in December 1994, so it is a 1995 model.

However, your VIN is showing the same exact control units that my G-wagen has. The ISPPI says that it has to be programmed using the Hand-Held Tester after installation. That may be true, but I directly plugged in an E320 sedan ECU and it worked fine with zero programming.

You should try to get one and see if it works for you.

 

[gsxr]

Your G-wagen was made in April 1996, so it is a rather late one using that engine. My G-wagen was made in December 1994, so it is a 1995 model.

However, your VIN is showing the same exact control units that my G-wagen has. The ISPPI says that it has to be programmed using the Hand-Held Tester after installation. That may be true, but I directly plugged in an E320 sedan ECU and it worked fine with zero programming.

Gerry, I think that brand new modules may be delivered "uncoded" and might need to be "programmed"... this procedure varies by chassis / model / module. Somtimes the HHT will require the old ECU to be read first, then swapped, and the coding is copied from old to new module.

The ECU from the E320 sedan was already coded/programmed (for the sedan) so I'd have expected it to work, which it did. It would be interesting to know why there is any difference in the ECU software for a given engine, when that engine is installed in a different chassis.

 

[gerryvz]

The G-wagen version of the HFM computer for the G320 is definitely different than the US sedan version, in terms of programming.

The G-wagen I believe has a bit less HP (210? vs. 217 HP -- I'll have to look it up) but a slight amount more torque than the sedans have. Given that the specs of the engines themselves are pretty much identical, it has to do with the fuel and ignition curves in the HFM computer. The difference is minute, though.

I believe the G-wagen was optimized for a bit less HP and bit more torque because of the application, which would have included off-road running. This was back in the day when the G-wagen was still fairly targeted to and optimized for off-road use -- something that has flipped over the years to more of a secondary consideration (IMHO) as the G-wagen has achieved more of a vanity/status halo.

The only other major differences between the 104.992 engine (sedan/wagon/cabrio/coupe) and 104.996 engine (G-wagen) were a metal reinforced air filter element (NLA; but same size as .992 unit and thus usable as a replacement) and deeper engine oil (+ ~1 quart motor oil) and transmission pans. The G-wagen also takes a special version of the 722.3 transmission filter with an extended "neck" on it for the deeper pan, although the external dimensions and actual filtering material are the same. There are minor tweaks to the 722.3 for the G-wagen per the transfer case and AWD setup, but the internals and pretty much all externals are standard 722.3 stuff.

The G-wagen also uses a water pump that is different than the .992 engines -- I believe it is the same water pump that is used in the W140 version of the M104. Also, one of the G-wagen's exhaust manifolds is in common with the W140 M104, while the other manifold is specific to the G-wagen, if I remember correctly. Engine mounts are specific to the G-wagen. A/C compressor is the same Denso unit as used in the .992 cars (as well as the E500E). Other accessories may be shared with other models -- I'd have to cross-reference the 463.231 against the 124.032/092/etc.

 

[Beater400E]

I have this one available. Not certain if it's what you need or not. This came from a 94 E320.

 

[Markus-MD]

Oilpan inside the Blade is other.The normal pan ist not made 35 degress stand on a wall .Put an om 606/603 w210 into a G wagon the engine goes bad with no Oil.

 

[Markus-MD]

And the normal oilpan contact the FrontAxel with deep diving during offroad drive.and crack.that to this theme all

 

[The G320 Driver]

Good morning everyone thank you a lot for your help.
Like Gerry said, I had to find a E320 sedan ECU and see there I could find one with the same HW and SW number like the one on my G.
I opened to see what is the difference.
The main board is exactly the same even the processor and the ICS chips on it.
Only one thing which is a 1x1” PCB soldered close to the terminals.

So if someone is interested the sr. numbers to compere.

ECU Original G320 019 545 06 32 [08] FD 96W07 / HW 40.95 / SW 44.95

ECU E320 Sedan 018 545 16 32 [08].
FD 96W08 / HW40.95 / SW 44.95

I could install it yesterday
and tryout for start all lights came on fuel pump started.
Starter cranked the engine but no success.
My problem here is the immo the red green lights on the rear mirror flipping on off
that means the immo is active and the Ecu don’t receive go signal, here I need to erase of the immo or reprogramming to my IR remote module.
There for I contacted a key programmer which I talked earlier for a spare IR key for the G. He said I need a reprogramming of the Immo. So I send him a request and he will return on Friday or Monday if he is available to fix the issue.
For a compare I just add some pictures inside Ecu of the E320.

I also find out that the pcb in purple color called ignition board is made of a ceramic the wire lines on or in it can crack whit the time.
My research results are some pictures with bypassed wire lines. The last one picture shows also a PCB which’s cracked on the left bottom corner.

 

[The G320 Driver]

I have this one available. Not certain if it's what you need or not. This came from a 94 E320.

View attachment 217041

Hey Beater thank you for your help,
but I do have a VDO Siemens ECU I’m not sure if the components on the engine are compatible with Bosch Ecu board.

 

[gsxr]

Ohhhhh. Your ECU appears to have the immobiliser (theft protection) function. In that case you cannot use an older ECU without the immobiliser. This will significantly complicate your quest for a spare/replacement ECU.

@JC220 ran into this with the late LH modules with immobiliser function, he may have some tips to help you with the HFM equivalent.

 

[JC220]

OP is on the right track talking to a key programmer. Avoid emulators. They are a band aid and can go bad later and leave you stranded.

The discussion started here on my W140 which will be the same principle and the BW thread has good info too.

Post in thread 'JC220' OWNER - JC220 | Owners and Their Cars

 

[gerryvz]

Ohhhhh. Your ECU appears to have the immobiliser (theft protection) function. In that case you cannot use an older ECU without the immobiliser. This will significantly complicate your quest for a spare/replacement ECU.

I was very afraid that he was going to have this problem.

This is what I was originally alluding to by the manufacture dates. Sometime in calendar year 1995, MB began using the immobiliser that is tied and coded to the ECU, and I think also they went to a new generation of IRCL in the G-wagen. Mine is the original one with no immo tied to the ECU. I was lucky in this regard.

I did all this research like 10 years ago, and I believe in an earlier thread here I posted info about the IRCL system and generations, and immobiliser setups. My G has an immobiliser, but it isn't coded ... it's a "dumb" system. Sadly I can't remember much of what I researched back then, but much of it I did post here in some of the early threads.

 

[The G320 Driver]

The big question is, will it run when I take the mentioned ignition PCB above from the sedan and soldering it on the g320 Ecu.

 

[The G320 Driver]

Ohhhhh. Your ECU appears to have the immobiliser (theft protection) function. In that case you cannot use an older ECU without the immobiliser. This will significantly complicate your quest for a spare/replacement ECU.

@JC220 ran into this with the late LH modules with immobiliser function, he may have some tips to help you with the HFM equivalent.

Hi Gsxr, yes it is getting worse, and my options getting more worse, but as mentioned in previous posts, there is a cloning of the Ecu possible as long as the Ecu got the same specs and Serial number as the original. The company Ecu.de can clone it that was the one option if I can find one.

 

[Falkon]

The big question is, will it run when I take the mentioned ignition PCB above from the sedan and soldering it on the g320 Ecu.

Hi, I am in a similar situation as you, that is, with needing the VDO ECU 0195450632 for my 1996 G320. I am really keen to know how you resolve your situation.

A quick question though; why not get the the ECU 018... that you are working on with its corresponding Immobilizer Module and swap the 2 out with yours?

I understand the VIN would be different but if it could start and let you drive your vehicle peacefully, I think I will be happy with it.

 

[Falkon]

I was very afraid that he was going to have this problem.

This is what I was originally alluding to by the manufacture dates. Sometime in calendar year 1995, MB began using the immobiliser that is tied and coded to the ECU, and I think also they went to a new generation of IRCL in the G-wagen. Mine is the original one with no immo tied to the ECU. I was lucky in this regard.

I did all this research like 10 years ago, and I believe in an earlier thread here I posted info about the IRCL system and generations, and immobiliser setups. My G has an immobiliser, but it isn't coded ... it's a "dumb" system. Sadly I can't remember much of what I researched back then, but much of it I did post here in some of the early threads.

Hello Gerry,

Yeah, I saw your great write ups at the PointedThree.com website and had reached out to you there earlier a few weeks back. Thanks for all the knowledge you share.

Now one key question I have is this:
My 1996 G320 has the VDO 0195450632 ECU, when I installed a BOSCH Variant, it blew Fuse #10 located under the Dash; every BOSCH ECU I tried blew the same Fuse taking out power in the Instrument Cluster, Is it possible there is a Wiring Harness variance between a VDO ECU and a BOSCH ECU or what do you think might be the issue please?

 

[The G320 Driver]

Good morning gents,
I could get the same ecu with the right specs like above mentioned.
I send it to the ecu programmer to check if it’s working and if yes to make a clone of the G ecu.
This guys are really busy and I think it take some time to get it back.
I could find also a sedan VDO which is inside fully identical to my. But immo.
I called some more ecu engineers to find a solution and one guy told me to soldering of two eeproms to get the immo from the old ecu from G in to the sedan ones.
But at this point I was not able to remove the eeproms from the sedan so I just leave it.
Next step will be, ones the ecu returns and works I will send the G ecu with the sedan ecu to a soldering specialist who may desolder and solder the ignition pcb on the G ecu.
I will have a spare for future.
Please cross the fingers so it goes good for me.

 

[The G320 Driver]

Hi, I am in a similar situation as you, that is, with needing the VDO ECU 0195450632 for my 1996 G320. I am really keen to know how you resolve your situation.

A quick question though; why not get the the ECU 018... that you are working on with its corresponding Immobilizer Module and swap the 2 out with yours?

I understand the VIN would be different but if it could start and let you drive your vehicle peacefully, I think I will be happy with it.

Falkon see here this is the mentioned pcb drawing purple and some pictures comparing of the sedan und G, may you do have some who can look into this

On the last picture you see the 2 eeproms which is responsible for the immobilizer.
This had to be replaced with the one on your G ECU. But for this you have to have all components same on the board even the main board of the spare ecu. Here you can compare this at the rear side the board nr. Right top of the board you can see the numbers.

 

[Falkon]

Falkon see here this is the mentioned pcb drawing purple and some pictures comparing of the sedan und G, may you do have some who can look into this

On the last picture you see the 2 eeproms which is responsible for the immobilizer.
This had to be replaced with the one on your G ECU. But for this you have to have all components same on the board even the main board of the spare ecu. Here you can compare this at the rear side the board nr. Right top of the board you can see the numbers.

Hello,

I see your point and thanks for the file. But, I suppose this will only be applicable if you do not have the corresponding separate DAS Immobilizer Module that came with the particular ECU in question.

Below is a picture of what the Module looks like. It is located right under the Glove Compartment box, above the ECU. You may have to pull the Glove compartment Box to give you access to dismantle it.

 

[The G320 Driver]

Hello,

I see your point and thanks for the file. But, I suppose this will only be applicable if you do not have the corresponding separate DAS Immobilizer Module that came with the particular ECU in question.

Below is a picture of what the Module looks like. It is located right under the Glove Compartment box, above the ECU. You may have to pull the Glove compartment Box to give you access to dismantle it.


View attachment 220003

Hey Falcon,
yes indeed, this is the immo which is giving the start permission to the ecu.
This part is what I send together with the Ecu’s so they can merge it with the (new) old ecu.
I’m still looking for someone like electronic engineer who may have deep knowledge about the logics software and hardware.
Who may figure it out to avoid the permission of the immo so I can also use the sedan ecu in the future.

 

[Falkon]

Hey Falcon,
yes indeed, this is the immo which is giving the start permission to the ecu.
This part is what I send together with the Ecu’s so they can merge it with the (new) old ecu.
I’m still looking for someone like electronic engineer who may have deep knowledge about the logics software and hardware.
Who may figure it out to avoid the permission of the immo so I can also use the sedan ecu in the future.

Hey Mustafa,

Okay I see what you mean and that will really be great to see. I would have thought that if they can clone your ECU and write it into your new (old) ECU, that it should carry over all the info for the DAS Immobilizer, which should be able to sync with your existing untampered DAS Module.

The BMW E46Fanatics group have such a load of support that someone there actually developed a program with which you could access your ECU to program and tune it to your heart's desires. They have a program there called "EWS Delete" with which you could delete the Immobilizer function in the ECU.

 

[The G320 Driver]

Hey Falkon,
Thank you, this sounds like a solution for all of us. I will investigate for this software and may found someone who can work with it.
By the way I just found another ecu of a 320 sedan. I send the seller a message he may have the N54 immo and the right key of it as set.
Where are this guys coming from do you have some more resources?

 

[Falkon]

Hey Falkon,
Thank you, this sounds like a solution for all of us. I will investigate for this software and may found someone who can work with it.
By the way I just found another ecu of a 320 sedan. I send the seller a message he may have the N54 immo and the right key of it as set.
Where are this guys coming from do you have some more resources?

It will really be good if this our "Unicorn" 1996 G320 could just run with the standard stock E320 ECU. We can rest easy when we find a solution that is also in the mainstream as the E320's.

The only other option that comes to my mind besides downgrading our M104.996 to the M104.992 engine series for Electronics support and ECU is to veer into the Standalone ECU territory with Coil over Plugs, et al. Not my favorite option though.

For instance, the 1996 G320 ECU seems to do more or combines more functions than the 1995 E320 ECU. Example: the 1995 E320 has the ETA with a long Pigtail wire harness and a separate Electronics Module for it where as the 1996 G320 does not have a separate Module for its ETA. That function appears to have been built into the Main ECU.

 

[Falkon]

Hey Falkon,
Thank you, this sounds like a solution for all of us. I will investigate for this software and may found someone who can work with it.
By the way I just found another ecu of a 320 sedan. I send the seller a message he may have the N54 immo and the right key of it as set.
Where are this guys coming from do you have some more resources?

Hello Friend,

Here are the links to:
1. BMW E46 Fanatics - https://www.e46fanatics.com/

2. BMW MS43 ECU Support Page - https://www.ms4x.net/index.php?title=Siemens_MS43 (the BMW MS43 ECU is used on their M54Bxx 6-Cylinder Inline Engine series. The resources and support here is awesome)

 

[Falkon]

I was very afraid that he was going to have this problem.

This is what I was originally alluding to by the manufacture dates. Sometime in calendar year 1995, MB began using the immobiliser that is tied and coded to the ECU, and I think also they went to a new generation of IRCL in the G-wagen. Mine is the original one with no immo tied to the ECU. I was lucky in this regard.

I did all this research like 10 years ago, and I believe in an earlier thread here I posted info about the IRCL system and generations, and immobiliser setups. My G has an immobiliser, but it isn't coded ... it's a "dumb" system. Sadly I can't remember much of what I researched back then, but much of it I did post here in some of the early threads.

Hi Gerry,

Some quick questions for you please:

1. Does your G320 have a separate Electronic Module for ETA (Electronic Throttle Actuator) like the Sedan E320? My 1996 G320 does not; it appears that the function is handled by the ECU only, the VDO 0195450632[08].

2. Does your ETA have the long Pigtail wire harness? The 1996 G320 has the connector right on its body without a pigtail, and the wire connector to it is part of the Engine Wire Harness bundle.

 

[The G320 Driver]

Good news everyone,
I received today e-mail from ecu-team, my ecu is cloned and on the way back to my place. I’m hoping that everything is fine and all I need to do is plug in try out.

 

[Falkon]

Good news everyone,
I received today e-mail from ecu-team, my ecu is cloned and on the way back to my place. I’m hoping that everything is fine and all I need to do is plug in try out.

We are standing by and very hopeful that it will resolve the issues you have with the vehicle.

Best of luck.

 

[The G320 Driver]

Gents, we have a succses, ECU returns just an hour ago and the in line 6 is back in action again as use to be.
It was a challenge, to be reminded this Geländerwagen was manufactured in Germany/Graz,Austria but there is no spares available such as ECUs.
We or someone needs to find an electrician engineer to dive in this Ecus to present to handle the faults.
At this point, my big thanks goes to @gerryvz and @gsxr for their support.
Not but least
I will be here in the future too, but not like the weeks before and will definitely support anyone who needs help.
I just have the old ECU which still needs to be repaired.
Ones it’s finished I will report here in the hope to help someone.
Again, thanks a lot gentlemen thank you.

 

[Falkon]

Gents, we have a saccses, ECU returns just an hour ago and the in line 6 is back in action again as use to be.
It was a challenge, to be reminded this Geländerwagen was manufactured in Germany/Graz,Austria but there is no spares available such as ECUs.
We or someone needs to find an electrician engineer to dive in this Ecus to present to handle the faults.
At this point, my big thanks goes to @gerryvz and @gsxr for their support.
Not but least
I will be here in the future too, but not like the weeks before and will definitely support anyone who needs help.
I just have the old ECU which still needs to be repaired.
Ones it’s finished I will report here in the hope to help someone.
Again, thanks a lot gentlemen thank you.

Bravoooo!!!!! It is very well deserved and congratulations on your success.

Now, I will go back and read and digest every little step you took to see if I can replicate that on my own.

I'm sure to come bothering you with lots of questions.

In the meantime, enjoy, my friend!

 

[Falkon]

Gents, we have a succses, ECU returns just an hour ago and the in line 6 is back in action again as use to be.
It was a challenge, to be reminded this Geländerwagen was manufactured in Germany/Graz,Austria but there is no spares available such as ECUs.
We or someone needs to find an electrician engineer to dive in this Ecus to present to handle the faults.
At this point, my big thanks goes to @gerryvz and @gsxr for their support.
Not but least
I will be here in the future too, but not like the weeks before and will definitely support anyone who needs help.
I just have the old ECU which still needs to be repaired.
Ones it’s finished I will report here in the hope to help someone.
Again, thanks a lot gentlemen thank you.

Good day my friend,

I have read this thread over a few times and would like to summarize my understanding of the steps you took to resolve the ECU Issue. Please correct me if I am mistaken at any place:

1. Your G320 came with original VDO ECU
Part Number: 019 545 06 32 [08] FD 96W07 / HW 40.95 / SW 44.95

2. You sourced and purchased a used VDO ECU for E320 Sedan which was tested and confirmed to be okay by your Programmer
Part Number: 018 545 16 32 [08] FD 96W08 / HW40.95 / SW 44.95

3. You sent the following to the Key Programmer for cloning
a. your original G320 ECU - 019 545 06 32 [08] FD 96W07 / HW 40.95 / SW 44.95
b. your original corresponding DAS Immobilizer Module
c. the Used E320 ECU - 018 545 16 32 [08] FD 96W08 / HW40.95 / SW 44.95

4. The Programmer copied your original G320 ECU data and cloned it unto the E320 Sedan ECU and returned them to you.
Question: Was anything done to/ with the original G320 DAS Immobilizer Module?

5. You installed your New (used) Cloned E320 ECU with your original untampered with G320 DAS Immobilizer Module.

6. Fired up the Beast and it is was a success and back in action, happily.

7. Next steps is finding someone who can truly repair the original G320 ECU to keep as a spare

Your kind consideration would be much appreciated.

Best Regards.

 

[The G320 Driver]

Good day my friend,

I have read this thread over a few times and would like to summarize my understanding of the steps you took to resolve the ECU Issue. Please correct me if I am mistaken at any place:

1. Your G320 came with original VDO ECU
Part Number: 019 545 06 32 [08] FD 96W07 / HW 40.95 / SW 44.95

2. You sourced and purchased a used VDO ECU for E320 Sedan which was tested and confirmed to be okay by your Programmer
Part Number: 018 545 16 32 [08] FD 96W08 / HW40.95 / SW 44.95

I found a 320 Sedan ECU with matching numbers on it and in it, but it’s not working with the G320.

At this point, did someone checked the MOSFESTs on your G320 ECU.

As far I understood the 320 Sedan don’t have DAS at this point, there is no communication with the ECU Is a standalone system.

3. You sent the following to the Key Programmer for cloning
a. your original G320 ECU - 019 545 06 32 [08] FD 96W07 / HW 40.95 / SW 44.95
b. your original corresponding DAS Immobilizer Module
c. the Used E320 ECU - 018 545 16 32 [08] FD 96W08 / HW40.95 / SW 44.95

C. Not used Sedan ecu a used Original G320 ecu I found in eastern country with the exact same specs like G320.
Big luck at this point.

4. The Programmer copied your G320 and ECU and cloned it unto the E320 Sedan ECU and returned them to you.
Question: Was anything done to/ with the original G320 DAS Immobilizer Module?

The reason for sending my DAS with the ignition key is to test the cloned ECU for response on permissions like unlocking/ locking of the doors
If the DAS not working properly on the new ECU the trouble will start again.

5. You installed your New (used) Cloned E320 ECU with your original untampered with G320 DAS Immobilizer Module.

6. Fired up the Beast and it is was a success and back in action, happily.

7. Next steps is finding someone who can truly repair the original G320 ECU to keep as a spare

At this point I will try to find someone to fix the original faulty ECU.
The idea is:
Soldering the ignition PCB purple/blue colored on the ECU main board out of the Sedan and soldering on to the G320 main board.
I figured out on my research that this PCB is based on a Ceramic. Where the wiring in it braking with the time.
So,
I think this board is on the Sedan and G is similar. But I’m not sure.
For this reason I need an electronic knowledged person who can confirm that.
When it’s matching then I will send him this 2 ECUs to do this job.

Your kind consideration would be much appreciated.

Best Regards.

what was your exact problem again?
Could you summarize this one more time please?

You are welcome.

 

[Falkon]

I found a 320 Sedan ECU with matching numbers on it and in it, but it’s not working with the G320.

At this point, did someone checked the MOSFESTs on your G320 ECU.

As far I understood the 320 Sedan don’t have DAS at this point, there is no communication with the ECU Is a standalone system.


C. Not used Sedan ecu a used Original G320 ecu I found in eastern country with the exact same specs like G320.
Big luck at this point.

Oh! I see!!! I was under the mistaken impression that you used that E320 Sedan ECU. This changes my whole perspective. Congratulations on finding a replacement matching G320 ECU; I have spent countless days searching for that on EBay without luck.

I had at one point purchased a BOSCH E320 ECU with the matching part numbers as my G320 VDO ECU - 019 545 06 32 while Houston, TX. On installing it, it blew the #10 Fuse in the Fuse Panel and there was no light to the Ignition nor Instrument Cluster. Every other BOSCH ECU I tried did the same thing, so I suspected that the Wiring Harness for VDO ECU could be incompatible to the BOSCH ECU.

 

[Falkon]

The reason for sending my DAS with the ignition key is to test the cloned ECU for response on permissions like unlocking/ locking of the doors
If the DAS not working properly on the new ECU the trouble will start again.

Makes a lot of sense.

 

[Falkon]

At this point I will try to find someone to fix the original faulty ECU.
The idea is:
Soldering the ignition PCB purple/blue colored on the ECU main board out of the Sedan and soldering on to the G320 main board.
I figured out on my research that this PCB is based on a Ceramic. Where the wiring in it braking with the time.
So,
I think this board is on the Sedan and G is similar. But I’m not sure.
For this reason I need an electronic knowledged person who can confirm that.
When it’s matching then I will send him this 2 ECUs to do this job.

Great and I wish you the best of luck. That way, you will have a spare for this non-existent and very scarce Part in the used parts market.

 

[Falkon]

what was your exact problem again?
Could you summarize this one more time please?

You are welcome.

I have searched and read through many threads but have not found a solution yet.

I have a new to me, 1996 G320 that could not rev past 2,500. It idles and drives very nicely if you do not push the RPM to go past 2,500rpm. When you try, it starts to sputter and shoot/ cough if you push it beyond the ~2,500rpm mark. The engine speed will stat to cut-off even when the Throttle is depressed to WOT.

I was wondering if there's some kind of Fuel starvation sequence being triggered and how I could resolve this issue. I have changed the Fuel Pump, Fuel Filter, MAF, Oxygen Sensor, cleaned the Injector Nozzles, Plugs, Coils and Wires, Air Filter, etc.

My auto Mechanic and Electrician appear to be out of ideas at the moment and have suggested that the ECU could be the problem.

I tried and installed a different but used ECU (different part number though # WA 021 545 47 32 [05]) with the corresponding DAS Immobilizer but yet the problem persisted.

Below is a picture of my ECU - Part #: 019 545 06 32 [08] FD 96W10 / HW 40.95 / SW 44.95

 

[gsxr]

I have a new to me, 1996 G320 that could not rev past 2,500. It idles and drives very nicely if you do not push the RPM to go past 2,500rpm. When you try, it starts to sputter and shoot/ cough if you push it beyond the ~2,500rpm mark. The engine speed will stat to cut-off even when the Throttle is depressed to WOT.

I was wondering if there's some kind of Fuel starvation sequence being triggered and how I could resolve this issue. I have changed the Fuel Pump, Fuel Filter, MAF, Oxygen Sensor, cleaned the Injector Nozzles, Plugs, Coils and Wires, Air Filter, etc.

My auto Mechanic and Electrician appear to be out of ideas at the moment and have suggested that the ECU could be the problem.

Will it rev beyond 2500 with no load (in Park or Neutral)? And it only won't rev beyond 2500 under load?

It's unlikely to be the ECU. Your mechanic and electrician are guessing.

Have you checked exhaust backpressure, to verify the catalysts are not plugged?

 

[The G320 Driver]

Please make sure that there is no mechanical issues as per gsxr mentioned, go further with the motor harness, Benz got this cronical Isolation fault. I see your ecu looks little bit oxidative, make sure there is not same inside, could be a short circuit in it, open and inspect it and clean it with soft brush later blow out with a spray there is special for electronics.
Check the soldering spots some can be affected by temperature differences.

 

[Falkon]

Will it rev beyond 2500 with no load (in Park or Neutral)? And it only won't rev beyond 2500 under load?

It's unlikely to be the ECU. Your mechanic and electrician are guessing.

Have you checked exhaust backpressure, to verify the catalysts are not plugged?

Thanks GSXR.

It actually behaves the same way with or without Load. Once the RPM gets past 2,500 (in Park, Neutral or while driving) the engine starts to sputter and cough. But it recovers when you take your foot off the Accelerator Pedal.

When I bought it, the previous owner had de-Catted it (Cat-less), but I have since installed an aftermarket Catalyst to maintain back pressure and have a decent Exhaust sound.

We have also troubleshooted the Wire Harness and they appear fresh as if the previous owner had changed them not a long time ago.

 

[gsxr]

You can connect a fuel pressure gauge to the rail to verify fuel pressure is normal when the "cutout" occurs.

Otherwise, I'd start looking at live data on HHT-Win and compare to a similar M104 engine, to look for any data elements which are outside the normal range.

 

[Falkon]

Please make sure that there is no mechanical issues as per gsxr mentioned, go further with the motor harness, Benz got this cronical Isolation fault. I see your ecu looks little bit oxidative, make sure there is not same inside, could be a short circuit in it, open and inspect it and clean it with soft brush later blow out with a spray there is special for electronics.
Check the soldering spots some can be affected by temperature differences.

Thanks Mustafa.
We have checked out the Wire Harness and it's all looking fresh, although I would not know if there had been a problem with it earlier. I had opened up the ECU also but did not touch anything on the inside. I suppose I can go back in there and perform the cleanout per your suggestion.

One thin that we discovered in the past was that the previous owner had substituted the OVP Relay with a bunch of jumper wires but I have since installed a proper OVP Relay there. The issue we observed that could have caused the initial OVP problem was that Water was leaking through the Passenger side Wiper Blade attachment and dripping directly on top of the OVP Relay position. This has also been rectified. I wouldn't know if it had caused any damage earlier.

 

[Falkon]

You can connect a fuel pressure gauge to the rail to verify fuel pressure is normal when the "cutout" occurs.

Otherwise, I'd start looking at live data on HHT-Win and compare to a similar M104 engine, to look for any data elements which are outside the normal range.

We had checked and swapped out the FPR - Fuel Pressure Regulator and there was no improvement, Pump Pressure was high.

This vehicle came with the 16-Pin Diagnostic Socket not the OBD-2, can I still connect the HHT-Win?

 

[The G320 Driver]

good morning,
on the webpage Hfmscan.com you can get the required tools and instructions for the software.
Everything thing is well described here.
It’s cost me less den 100€ to scan.

Some point to go through,

Is there anything with the variable camshaft positioning.
What about under pressure vacuum lines.

Is there any leak on the manifold air intake

have a look on the short rubber connection on the throttle.
Inside the manifold is also a vacuum driven valve. Just above the throttle square.

 

[Falkon]

good morning,
on the webpage Hfmscan.com you can get the required tools and instructions for the software.
Everything thing is well described here.
It’s cost me less den 100€ to scan.

Some point to go through,

Is there anything with the variable camshaft positioning.
What about under pressure vacuum lines.

Is there any leak on the manifold air intake

have a look on the short rubber connection on the throttle.
Inside the manifold is also a vacuum driven valve. Just above the throttle square.

Thanks a lot for the pointers and the links to HFM Scan.

I will investigate and keep you posted on what I discover.

 

[gsxr]

We had checked and swapped out the FPR - Fuel Pressure Regulator and there was no improvement, Pump Pressure was high.

Was fuel pressure in spec, or "high" as in pressure above spec?

This vehicle came with the 16-Pin Diagnostic Socket not the OBD-2, can I still connect the HHT-Win?

Yes, there is live data available from the HFM computer via HHT-Win. You need the correct cable to connect the SDS MUX to the 16-pin diagnostic socket.

You can also use HFMscan but I do not know if that will show all data elements or not. HFMscan has some additional features like graphing, I believe?

 

[Falkon]

Was fuel pressure in spec, or "high" as in pressure above spec?

Yeah I know, "High", is subjective. I did not have an actual reading of it, but the Mechanic told me it was "Normal and Okay", another subjective conclusion.

I am trying to locate and purchase some tools, such as the Fuel Pressure Gauge and the appropriate Scan Tools (OBD1 Flash Counter) to be able to do a lot of these myself.