Assistance Requested for Fault Code P0237

[keithmerc220]

I have just acquired a new Mercedes-Benz C250 Sport model, which has the registration plate of "13," and has a very low mileage of 57,000 on the odometer. Following three days of use, the electronic malfunction indicator lamp (EML) has been activated, resulting in hesitation during operation and preventing the engine from beyond 3,000 revolutions per minute (RPM).

After consulting with a technician acquaintance, the vehicle had a diagnostic scan which revealed the presence of fault code P0237. I have previously attempted the installation of an other engine control module, although no discernible alteration in performance has been seen. Furthermore, it is not possible to visually detect any signs of a split pipe.

Does anybody have any criticisms or other points that I may have overlooked?

Edited September 3, 2023 by keithmerc220

[keithmerc220]

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Edited September 3, 2023 by keithmerc220

[keithmerc220]

 😇

Edited September 3, 2023 by keithmerc220

[ianwh4]

It is advisable to conduct a thorough inspection for any damage to the boost pipe, even if no visible signs are present. In order to identify any potential issues, it is recommended to use an auditory approach. This may be achieved by positioning a garden hose near the ear while an assistant gradually increases the engine's revolutions. By systematically examining the various joints, particular attention should be given to even the most minute splits, as they have the potential to trigger an error code.

[keithmerc220]

I will do an investigation during the next weekend and afterwards provide a comprehensive report.

[keithmerc220]

Upon doing a more thorough examination, the issue remains unresolved. I have conducted a thorough and exhaustive search, however I have been unable to detect any evidence of a leak. Based on the little increase I am experiencing, I am inclined to believe that a leak is not the cause. The vehicle exhibits a notable lack of responsiveness during operation. It is quite probable that the issue is related to the engine management system.

Furthermore, I have replaced the ECM (Engine Control Module) without seeing any discernible impact.

[DSM10000]

Have you replaced the map sensor?

[keithmerc220]

Is this the sensor that is connected to the mass air flow (MAF) sensor?

[DSM10000]

The location in question refers to the point of convergence between the airflow pipe and the airbox.

[keithmerc220]

I have replaced the engine control module sensor, not the map sensor. Does it have value to attempt?

[DSM10000]

In the absence of readily apparent air leaks. Indeed, it is correct. The map sensor is capable of detecting both high and low levels of boost pressure. The approximate cost is around £25. Prior to proceeding with any more troubleshooting steps, it is advisable to inspect the wiring and pins of the previous device for any potential accumulation of dirt or damage.

[keithmerc220]

I shall attempt to provide an academic rendition of the user's text.

[DSM10000]

P0237 OBD-II Trouble Code: Turbocharger Boost Sensor A Circuit Low

 

[keithmerc220]

The issue was ultimately determined to be a defective boost sensor. The cost-effective solution brings about a state of contentment throughout the period of time referred to as "happy days." If individuals are seeking a reputable expert, I highly suggest Merctech.

[Allan8932]

May I inquire as to which specific sensor you have replaced? I am now experiencing a similar difficulty, as I am able to visually identify the sensor located on the front left-hand side, but I am encountering difficulties in locating the sensor positioned on the right-hand side.
Does the diagnostic trouble code P0237 indicate the malfunction of a single sensor or does it include many sensors?
Furthermore, I saw that someone suggested checking the freedom of the actuator. I am curious about the method to do this. Is it just a matter of manually manipulating the rod back and forth? I have reservations about potentially causing any harm in the process. I am in possession of a 2013 E 220 D vehicle and would really appreciate any assistance that may be provided.

[DSM10000]

Which sensors are you currently examining?

[Allan8932]

I am interested in identifying the specific sensor associated with the diagnostic trouble code "P0237 Turbocharger Boost Sensor A Circuit Low." While this issue has previously occurred sporadically, it has now become a persistent defect, resulting in a significant decrease in engine output and hindering the smooth transition between gears.

[DSM10000]

Have you conducted an initial diagnostic check on the automobile to identify any fault codes? If this is the case and you are seeing the error code P0237.

Please see the following video. The map will be situated in a similar location, with a dense air trunking system connecting the airbox to the turbocharger.

[Allan8932]

Greetings.
After doing a thorough examination, I used a superior diagnostic instrument in comparison to my own, which yielded identical results. The diagnostic code obtained was P0237, accompanied by further details indicating a short circuit to ground.
The information provided does not indicate the presence of two boost sensors, namely one located conveniently on the top left front and another positioned under the vacuum chamber on the right hand side.
Initially, I prioritized the simplest task and executed it promptly, however it had no discernible impact.
The second matter under consideration presents a distinct set of challenges. My hands has dimensions akin to shovels, which unfortunately hinders my ability in this regard.
I disengaged the three fasteners securing the vacuum chamber, so creating more space and enhancing my visual perspective.
To remove these sensors, it is necessary to use a T25 torx tool. In the specific issue I am now addressing, a longer T25 torx tool is preferable. It is advisable to employ a magnetic tool or have a magnet nearby to prevent the loss of screws. The screws were successfully removed and the sensor was then extracted. The confined space was a challenge due to the user's large hands; however, they were able to successfully detach the connection.
I am pleased to announce that it has been released. The new sensor was inserted tactually, and the RH screw was successfully fitted with minimal difficulty. However, the LH screw posed a challenge due to its partial obstruction by a vacuum pipe. After expressing frustration, it was decided to affix the screw to the driver using masking tape. This allowed for improved visibility and facilitated the insertion of the screw without obstruction. Ultimately, both screws were tightened and the plug was reconnected.
I reassembled all components and restored the code to its original state.
I proceeded to engage in a test drive, but encountered an unfortunate circumstance wherein the main road was heavily congested, resulting in a slow-moving traffic flow of approximately 5 miles per hour. I endured this inconvenience for a distance of approximately one quarter of a mile before finally reaching a road devoid of other vehicles. Prior to this experience, I had noticed that the acceleration of the vehicle was arduous, with gear shifts occurring only at around 3,000 revolutions per minute. However, to my satisfaction, during this particular drive, the gear shifts occurred smoothly at approximately 2,000 revolutions per minute, allowing for a resumption of optimal power output. Consequently, I am delighted to report that the issue has been resolved, and I am further pleased by the presence of sunny weather.
This contribution is anticipated to be of assistance to anyone encountering a similar predicament. The components obtained from Euro Car Parts were readily available.
Wishing you a pleasant weekend.