1997 SLK 230 Kompressor

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mercedade
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Re: 1997 SLK 230 Kompressor

Post by mercedade » Fri Sep 18, 2020 11:11 am

The car itself has kind of done the rounds - I don't doubt at some point someone has struggled with it, but also it's not the kind of thing you'd sell the car on for. It's annoying, but it's not a "quick, stick some K-Seal in a hope the head gasket holds" kind of thing :)
Adrian
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scoobyh123
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Re: 1997 SLK 230 Kompressor

Post by scoobyh123 » Fri Sep 18, 2020 11:40 am

That points to an ECU fault then or as it's described in the link i posted, PCM - Powertrain Command Module which is USA-speak for ECU so this is beginning to make some more sense now.

What about a secondhand ECU? If you can get the Bosch number off it (usually they start 0 280 xxx yyy but later stuff uses a different prefix number as they ran out of 0 280 [fuel group] options) you could search for that number on fleabay and maybe find another.

Be careful to pull all the fuses that feed the ECU and disconnect the battery before changing the ECU though and once changed, reconnect the battery followed by the fuses. This is more to protect the ECU than anything else as some Bosch ones are susceptible to voltage transients when disconnected or reconnected "live".

Before you try to start it, read and clear the fault codes in the replacement ECU so you know you're starting with a clean sheet. :wink: :D
Cheers,
Dave

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mercedade
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Re: 1997 SLK 230 Kompressor

Post by mercedade » Fri Sep 18, 2020 12:38 pm

Mainly because I'm not yet able to confirm that it is indeed the ECU at fault. It could still be the K40 module, it could be...almost anything.

I'm happy to replace parts, but only when I know they are the fault. If the MOSFET replacement didn't work, it's hard to justify replacing the whole ECU unless I can confirm that it's the root cause

This is mostly why I want to do away with the electromagnetic clutch altogether - the facelift versions did exactly that and just had a permanently driven pulley. The switch would be nice to retain control, hence the button-switch I'd like to install.
Adrian
1998 Rover Mk2 820 Vitesse Hatchback (white gold)
Gone...1998 Rover Mk2 820 Vitesse Hatchback (green)
Gone...1992 Rover Mk1 827 SLi Manual (green)
Gone...1998 Rover Mk2 825 Diesel (green)

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scoobyh123
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Re: 1997 SLK 230 Kompressor

Post by scoobyh123 » Fri Sep 18, 2020 5:19 pm

mercedade wrote:
Fri Sep 18, 2020 12:38 pm


This is mostly why I want to do away with the electromagnetic clutch altogether - the facelift versions did exactly that and just had a permanently driven pulley. The switch would be nice to retain control, hence the button-switch I'd like to install.
If later models had a permanently driven pulley on the supercharger, i have no idea why it was specified under ECU control originally, no gains to be had really except maybe at idle for the emissions.

I'll hopefully stay more awake tonight and draw out that diagram for you.
Cheers,
Dave

'02 Honda CR-V SE Executive
'99 Jag S Type 3.0 V6 SE


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'94 827 Sterling saloon
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mercedade
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Re: 1997 SLK 230 Kompressor

Post by mercedade » Sat Sep 19, 2020 8:27 am

Thanks Dave - and don't worry, I think I was overthinking it (as per usual...)

https://www.pinterest.co.uk/pin/40954677847249569/

This will do it. It's only the integreted LED that was throwing me, but that's just a single wire, and an additonal loop on the switch itself
Adrian
1998 Rover Mk2 820 Vitesse Hatchback (white gold)
Gone...1998 Rover Mk2 820 Vitesse Hatchback (green)
Gone...1992 Rover Mk1 827 SLi Manual (green)
Gone...1998 Rover Mk2 825 Diesel (green)

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scoobyh123
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Re: 1997 SLK 230 Kompressor

Post by scoobyh123 » Sat Sep 19, 2020 8:41 am

That was actually the circuit i was trying to think of Adrian but had a mental block on it as well. Also falked on the sofa in a very strange position last night.
Cheers,
Dave

'02 Honda CR-V SE Executive
'99 Jag S Type 3.0 V6 SE


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Richard Moss
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Re: 1997 SLK 230 Kompressor

Post by Richard Moss » Sun Sep 27, 2020 2:59 pm

Looking at the circuit, you can feed the switch from a power supply that is live once the key is turned (it could be almost anything) and leave the switch in the ON position at all times, unless you actually want to switch the clutch off.
Out in the desert with a 1998 Grand Cherokee V8, 2004 Jeep Grand Cherokee 4L and a 1997 Chevy Tahoe V8. Back home: 1969 MGC GT

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