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Summary of change:
'''Mercedes AMG M113''', 5L V8 without compressor from factory (not M113K) but compressor DIY-added with lot of mech-work. Same set of sensors as the V6 M112 engine (just in case it is easier to find docs for that). '''V8 engine 15426378 firing order''' (CL500 or similar chassis) [https://en.wikipedia.org/wiki/Mercedes-Benz_M113_engine M113 engine] 3 valves and dual sparkplugs per cyl (16 sparkplugs total), no VVTI '''Need some investigation (or hint, eg pinout) regarding M113 sectrig HALL sensor''' * engine harness schematic might also cast some light on this? ** although both GND and output seems to be connected to ECU (camHALL GND not connected to other GND-s in the harness, only inside the ECU) ---- '''Primary trigger VR (1072 Ohm)''' * Factory trigger seems to be "inverted", ** swapped wires so that falling edges are correct at missing tooth ** verified (slowly rising in tooth-gap) ** [https://mbworld.org/forums/mercedes-tech-talk/646349-mercedes-v8-m113-cam-crank-scope-example-log.html scopeshot here] is good (wire swapping not needed if the same signal), may or may not be applicable... * Factory ECU pin37, (pin38) are the crankshaft VR input '''Primary trigger VR signal is really trash''' * some teeth amplitude are 1.6 times greater. ** interestingly, not even the tooth right after missing tooth, but 4th tooth was bigger... Greater in positive direction, even greater going negative. ** most likely interference from ignition (?) ** need to try with ignition disabled, but battery was almost drained, had to stop. ** Most likely '''Shielded cable is needed. Shield connected at ECU side only''', and GND and VR-signal wires inside connected on both sides. ** VR modification: either primtrig LM1815 pin5=5V to disable adaptive threshold, or R181=270k or similar ** signal amplitude is otherwise OK, but high voltage noise is unknown. ** Perhaps a 1k pulldown could be useful at the same time if signal amplitude allows... ---- '''Secondary trigger: 1 pulse per camrot''' '''Bosch 0.232.103.027''' - '''sensor had contact problem at male receptacles (oxide? even with new heatshrinked receptacle it did not work first''' * Verified HALL sensor for sure (with +12V supply, 30..40mA supply current) ** Pulls to GND (with pullup resistor in ECU) '''pinout (Verified: pin1,2,3 are: GND, HALL output pink, +12V red-blue)''' * '''pin1: GND''' from Bosch ECU/pin39 (low current connector) '''brown-green''' * '''pin2: output''' pink = Bosch ECU/pin 40 (low current connector) * '''pin3: +12V''' (in factory harness same net as injector shared +12V) '''red-blue''' Similar bosch camshaft Hall sensor's datasheet: [https://www.datasheets.com/en/part-details/0-232-103-037-bosch-407068925#datasheet 0232.103.037] - All "0 232 103 XXX" sensors seem to bee camshaft sensors. '''Big mistery with secondary trigger''', * '''Ours did not react to hammer moved near and away (when powered +12V, of course)''' * Apparently same sensor as in [https://www.youtube.com/watch?v=wUMNT3ncpNg this m112 video] (and even same pins 39,40 in the factory engine harness, although the factory harness is not actually used), but our sensor does NOT react. ** '''IN THE VIDEO, middle pin seems to be signal output as assumed''' (he attached probes reversed in DVM, never mind)... 12V when no iron, and 0V when ferromagnetic tool is close ---- '''DBW''' * currently factory ECU drives it, but VEMS is prepared (with bridgeoutput driver) ---- '''Ignition''' * 16 sparkplugs (dual sparkplugs per cyl) * only 8 passive ignition transformers ---- '''URLS''' * MembersPage/PeepPaadam/MercedesAMGSL - very similar * MembersPage/MercedesSelFivePointSix * MembersPage/AmgSlovakia much more sophisticated
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