Simple Ideas for turning off ETS style Traction Control...Input please - PeachParts Mercedes-Benz Forum

Turbo E320 · #1 01-21-2008, 01:34 AM

I got really bored and started reading through all of my Startek wiring diagrams and I came up with some basic ideas.

These ideas are for the older models with out the DYNO mode option

Idea #1
I was checking out the computer data lines and just figured if people want to turn it off so badly why dont they just wire their own on/off switch to it? Sure it will throw a light but when your done having fun(racing/drifting/dehubbing tires) you flip it back on and the light goes away after a few minutes correct or this some kind of nuclear catastrophe im missing?

Idea #2
I am not the most knowledable person when it comes to wiring but since all the wires are voltage regualted as it pertains to the ETS couldnt you make a simple type of regulator that would keep the output voltage the same so the ETS doesnt respond? Im guessing something just above 0 is smooth sailing and when the voltage gets to a certain point oh **** mode kicks in?

P.S. I got a Holset WH1E turbo for my turbo project so now can start putting **** together! Dad says I gotta fab it ALL off the car first then install it in a day so gimme a few months. One reason for the long fab time is im having my knee put back together since I demolished it at the skatepark fun fun.

iwrock · #2 01-21-2008, 11:53 AM

Dyno mode...

Turbo E320 · #3 01-21-2008, 05:13 PM

Not on a 97 e320, im talking about the ASR and early ETS cars. Not the later 00 and up cars.

iwrock · #4 01-21-2008, 08:17 PM

I remember a few of the 500E guys killing traction control by using a paperclip to short out the computer temporarily...

Let me see if I can find a link.

Turbo E320 · #5 01-22-2008, 12:10 AM

lol thats awesome

300EVIL · #6 01-22-2008, 10:09 AM

It sure the hell is not a paper clip and definitely no shorting out!

The 500E does a good job of that on it's own...

Actually, how it's properly done is by opening three wires on the reaction control module. This us usually done by a relay that is activated by a dash switch.

300EVIL · #7 01-22-2008, 10:15 AM

Here's a good thread that shows the installation procedure...
Curcio Switch Installation (DIY-ASR Defeat)

iwrock · #8 01-22-2008, 11:21 AM

Quote:

Originally Posted by 300EVIL

It sure the hell is not a paper clip and definitely no shorting out!

The 500E does a good job of that on it's own...

Actually, how it's properly done is by opening three wires on the reaction control module. This us usually done by a relay that is activated by a dash switch.

I though that I read in the Mr. Bean 500E article that he shut down the ASR computer on his 500E by shorting out something on the diagnostic connector.

iwrock · #9 01-22-2008, 11:27 AM

What about this?

http://www.benzworld.org/forums/w124-e-ce-d-td-class/1348353-asr-question.html

300EVIL · #10 01-22-2008, 04:47 PM

Your gonna take instructions from this guy!

Sorry, I should have mentioned in my first post that I am familiar with this method however it's far beyond the wrong way to do it and would not recommend it to anyone. It shuts down everything and puts the vehicle in limp home mode. The correct way to disable ASR and "only" ASR is to preform the above method I posted. Also, I believe this method only works on vehicles equipped with an M119 and LH injection.

pesho · #11 01-22-2008, 04:53 PM

Not sure if your e320 has a similar ABS/ASR pump to the late W126. If so check for those relays on the pump itself and remove the one as in the 126 thread below, this shuts of ASR and ABS and you can simply wire a switch to the power feed of the relay.
http://www.benzworld.org/forums/w126-s-se-sec-sel-sd-sdl-class/1259436-those-who-want-defeat-their-asr.html?highlight=benz420+ASR

Turbo E320 · #12 01-22-2008, 05:29 PM

E320's have a pump near the fuse box and the relay module in the fuse box but i would know what to do heres a pic of the wiring, it does look like removing or disabling the relay would kill the majority of the ETS/ETC and you could kill the diagnostic wires at the same time to keep the ECU from knowing

Black wire is the relay it says so kill that and the diagnostic wires with a switch and your good?
Red Arrow to M1 =Pump
Blue Arrow to K4=Relay Module

iwrock · #13 01-22-2008, 05:35 PM

Quote:

Originally Posted by 300EVIL

Your gonna take instructions from this guy!

Sorry, I should have mentioned in my first post that I am familiar with this method however it's far beyond the wrong way to do it and would not recommend it to anyone. It shuts down everything and puts the vehicle in limp home mode. The correct way to disable ASR and "only" ASR is to preform the above method I posted. Also, I believe this method only works on vehicles equipped with an M119 and LH injection.

Yes I would take directions from him...

For a few runs down the track, would it hurt?

Turbo E320 · #14 01-22-2008, 05:36 PM

Wow you know what now that I really look at it it looks as though you could switch the red 2,5v wire coming off the relay module to the A7/3 and elminate the traction control all to together, the A7/3 is the pump with the all the sensors inputting to it.

Maybe even one could put a potentiometer on to the sensors inputting to the pump and have a certain degree of tunability of the system from all sensors 0% to 100%

Heres the diagnostic of the diagram i put up
N47-2
1.1 LF VSS output, generated by L6/1, processed in ECM and sent to other ECMs Ignition on, lift front of vehicle.
Turn left front wheel > 1 rev/sec by hand
> 3 VAC or with vehicle moving 20 mph / 200 Hz
35 mph / 330 Hz
square wave
1.2 RF VSS output, generated by L6/2, processed in ECM and sent to other ECMs Ignition on, lift front of vehicle.
Turn right front wheel > 1 rev/sec by hand
> 3 VAC or with vehicle moving 20 mph / 200 Hz
35 mph / 330 Hz
square wave
1.3 LR VSS output, enerated by L6/3, to engine control modul Ignition on, lift rear of vehicle.
Turn left rear wheel > 1 rev/sec by hand
> 3 VAC or with vehicle moving 20 mph / 200 Hz
35 mph / 330 Hz
square wave
1.4 Stop lamp switch (normally closed) input Ignition on, 12 VDC with brakes not applied,
0 VDC with brakes applied.
1.5 Pin not used
1.6 Parking brake switch ground signal input Approx. 0 Ohm to ground with parking brake pedal depressed
1.7,8 Pins not used
1.9 "Diagnostic port" for DTC readout and diagnostic purpose Ignition on 12 VDC To be tested with
HHT refer to D.M.
1.10 Pin not used
1.11 Stop lamp switch (normally open) input.
Same signal as to brake lights Ignition on, 12 VDC with brakes applied,
0 VDC with brakes not applied
1.12
1.13 Left rear axle VSS sensor, + input.
Left rear axle VSS sensor, - input. ECM disconnected
0.6-1.8 kOhm across pins 1.12 and 1.13
Sine wave. Frequency varies with wheel speed. Note 1
1.14
1.15 Right rear axle VSS sensor, + input
Right rear axle VSS sensor, - input ECM disconnected
0.6-1.8 kOhm across pins 1.14 and 1.15
Sine wave. Frequency varies with wheel speed Note 1
1.16-28 Pins not used
1.29
1.30 Right rear brake pad wear recognition, lights
indicator lamp when pads worn down ECM disconected:
Open circuit in normal condition.
Short circuit with brake pads worn down.
2.1

2.2 SPS valve low side, determines steering force requirement depending on vehicle speed
SPS valve high side No reliable test, valve is current contolled
> 0.8 A at low speed (low steering force)
< 0.4 A at high speed (high steering force) Coil resistance
3 - 8 Ohm
2.3-9 Pins not used
2.10 Circuit 87 ABS switched power input, switched by relay K40k5 Ignition on 12 VDC Feed via Z99/1
2.11-16 Pins not used
2.17
2.18 Right front axle VSS sensor, + input
Right front axle VSS sensor, - input ECM disconnected
0.8-2.3 kOhm across pins 2.17 and 2.18
Sine wave. Frequency varies with wheel speed Note 1
2.19
2.20 Right front brake pad wear recognition, lights
indicator lamp when pads worn down ECM disconected:
Open circuit in normal condition.
Short circuit with brake pads worn down.
2.21,22 Pins not used
2.23 Main ground to W16/3 Approx. 0 Ohm to ground or
measure to circuit 30 12 VDC Same as pin 2.47
2.24 Pin not used
2.25 Return pump relay activated monitoring signal input and pump voltage supply 12 VDC to pin 2.27 with relay activated
2.26
2.27 Return pump relay common output
activation signal output
12 VDC to pin 2.26 with relay activated Coil resistance approx. 40-80 Ohm
2.28 Switchover valve signal output, switched ground activates solenoid valve A7/3y5
12 VDC with valve energized
0 VDC with valve not energized
ECM disconnected 5.4-12.6 Ohm to ground
2.29 Inlet valve signal output, switched ground activates solenoid valve A7/3y15 12 VDC with valve energized
0 VDC with valve not energized
ECM disconnected 5.4-12.6 Ohm to ground
2.30 Right rear axle hold valve signal, switched ground activates solenoid valve A7/3y12 12 VDC with valve energized
0 VDC with valve not energized
ECM disconnected 5.4-12.6 Ohm to ground
2.31 Right rear axle release valve signal, switched ground activates solenoid valve A7/3y13 12 VDC with valve energized
0 VDC with valve not energized
ECM disconnected 2.8-6.6 Ohm to ground
2.32-34 Pins not used
2.35 Left rear axle hold valve signal, switched ground activates solenoid valve A7/3y10 12 VDC with valve energized
0 VDC with valve not energized
ECM disconnected 5.4-12.6 Ohm to ground
2.36 Left rear axle release valve signal, switched ground activates solenoid valve A7/3y11 12 VDC with valve energized
0 VDC with valve not energized
ECM disconnected 2.8-6.6 Ohm to ground
2.37 Right front axle release valve signal, switched ground activates solenoid valve A7/3y9 12 VDC with valve energized
0 VDC with valve not energized
ECM disconnected 2.8-6.6 Ohm to ground
2.38 Left front axle release valve signal, switched ground activates solenoid valve A7/3y7 12 VDC with valve energized
0 VDC with valve not energized
ECM disconnected 2.8-6.6 Ohm to ground
2.39 Left front axle hold valve signal, switched ground activates solenoid valve A7/3y6 12 VDC with valve energized
0 VDC with valve not energized
ECM disconnected 5.4-12.6 Ohm to ground
2.40 Right front axle hold valve signal, switched ground activates solenoid valve A7/3y8 12 VDC with valve energized
0 VDC with valve not energized
ECM disconnected 5.4-12.6 Ohm to ground
2.41
2.42 Left front brake pad wear recognition, lights
indicator lamp when pads worn down ECM disconected:
Open circuit in normal condition.
Short circuit with brake pads worn down.
2.43
2.44 Left front axle VSS sensor, - input.
Left front axle VSS sensor, + input. ECM disconnected
0.8-2.3 kOhm across pins 2.43 and 2.44
Sine wave. Frequency varies with wheel speed. Note 1
2.45 Pin not used
2.46 Hydraulic unit solenoid valve power input Ignition on 12 VDC
2.47 Main ground to W16/3 Approx. 0 Ohm to ground or
measure to circuit 30 12 VDC Same as pin 2.23
2.48 Circuit 30 main power input 12 VDC at all times
3.H CAN-Bus (high side). High speed data transfer bus input and output, shares data with other ECMs No reliable test. Check continuity to other ECMs
approx. 5 VAC when data is on bus. HHT is also used for
CAN diagnosis
3.L CAN-Bus (low side)
Note 1 To test, spin wheel at 1 rev/sec, measure at least 120 mVAC between both wires of sensor. If voltage is OK, measure the sensor's resistance while pulling, twisting and bending the sensor wires, looking for intermittent opens. Finally, check the sensor tip and rotor teeth for dirt or breakage. An oscilloscope can also be used to check the waveform - chipped or dirty teeth show up as missing or malformed waves.

300EVIL · #15 01-22-2008, 05:42 PM

You'll be loosing ABS as well if you do it that way.