Professional Documents
Culture Documents
Page 1 of 32
Revisions ............................................................................................................................ 1
Acknowledgement .............................................................................................................. 1
Introduction ........................................................................................................................ 2
Benzworld Member Experience With The Problem ............................................................ 2
My Experience With The Problem ...................................................................................... 2
Parts of a W220 Remote Control Key ................................................................................. 3
How the Remote Control Key Works in a W220 ................................................................. 4
Key Fob Battery ................................................................................................................. 6
Initial Tests To Diagnose An Intermittent Key .................................................................... 6
Further Tests To Diagnose An Intermittent Key .............................................................. 6
Testing EIS Induction Power Generator Output ............................................................ 10
Test of EIS Fuses .......................................................................................................... 18
Test of Induced Voltages In Actual OEM Remote Control Key .................................... 18
Test of Induced Voltages In Modified Remote Control Key .......................................... 23
Initial Conclusion ......................................................................................................... 25
Removing the EIS ......................................................................................................... 25
Inside the EIS ............................................................................................................... 27
Testing EIS in Car ........................................................................................................ 29
EIS Test Results............................................................................................................ 29
EIS Permanent Failure .................................................................................................. 30
Testing EIS on the Bench .............................................................................................. 30
Final Conclusion ........................................................................................................... 31
1. Revisions
2012-05-24 Version 01: Original Document
2012-10-13 Version 02: Fixed typo in Table 4. Fuse f87 should have been Fuse f78.
2012-11-13 Version 02a: Added details for removing and investigating EIS.
2012-12-21 Version 02b: Added Final Conclusion.
2. Acknowledgement
The main reference was the BenzWorld Forum:
http://www.benzworld.org/forums/w220-s-class/1473416-help-please.html
with special thanks to BenzWorld Member fatrash
http://www.benzworld.org/forums/w220-s-class/1393624-intermittent-key-turning-problem-04s500.html bigbodyw140 had intermittent EIS problem with 2004 S500 4Matic.
http://forums.mbworld.org/forums/s-class-w220/222345-s320-cdi-2003-key-does-not-turnignition.html Shaneabbas and zam2000
http://www.benzworld.org/forums/w220-s-class/1300215-cold-weather-electronic-keyproblems.html carbucci
http://www.benzworld.org/forums/w220-s-class/1300215-cold-weather-electronic-key-problems3.html Gabby07621 and Triluxor
Page 2 of 32
3. Introduction
Normally after inserting the correct Remote Control Key in the ignition lock (Electronic
Ignition/Starter Switch (EIS) control module (N73)) it will turn instantly to position 1
(accessories), 2 (ignition on) and position 3 (engine start). However it seems that a common
fault in the W220 occurs whereby the correct key will unlock the doors but once inserted in the
ignition will not rotate and appears frozen. In my case this happened intermittently causing huge
frustration when out travelling. Fortunately on one trip it eventually worked after continually
trying and waiting twenty minutes.
Page 3 of 32
The car worked fine with the original key, now with new batteries, for the next two weeks until
once again, first thing in the morning, the key would not turn in the lock. The red light on the
key fob would flash when any of the buttons were pressed. I spent a whole day resoldering the
connections on the key electronic circuit board believing that I had an intermittent connection.
This was rather difficult at my age with failing eyesight and shaky hands. I was rather peeved
when of course it did not fix the problem.
Then after considerable trawling through many BenzWorld threads I tested my car battery with a
digital voltmeter and noticed that voltage after sitting for 24 hours was 12.3V. When I pressed
the remote to open the doors the voltage dropped to below 12V before slowly recovering. I
decided to replace the car battery and was surprised to find that it was still the original German
one from mid 2003 (and had provided service for over 9 years!!). The new battery now reads
12.57V with the car locked and asleep after 24 hours of none use.
Replacing the car battery fixed the problem until a very cold morning a few days later. Once
again the key would not turn in the ignition, which was a potential disaster as we were travelling
interstate and a long way from home and workshop/tools etc. After a lot of cursing and then
waiting for about twenty minutes it decided to work again and we were on our way without
having to summons assistance. The key worked fine for the rest of the day.
The next morning, which was also very cold at 5C, the Remote Control Key refused to work
again. By pure luck I managed to get it to rotate by jiggling it in the ignition lock. It seemed to
me that there must be an electrical switch inside the ignition lock which is activated by inserting
the key, thus powering up the Electronic Ignition/Starting Switch (EIS) and initiating the data
reading circuit, which if it recognises the correct code, allows the key to rotate. I suspected that
this switch had dirty contacts. My guess was that with a low car battery voltage, especially on a
cold morning, there was enough resistance in the switch to prevent the EIS from working
properly. The resistance is probably due to dirt and crud build up after nine years of use. The
external appearance of the ignition lock was quite dirty. I decided to flush the lock with
electrical cleaning spray. I poked a match into the ignition to depress the centre part and flushed
it thoroughly with CRC Mass Air Flow Sensor Cleaner repeating the process several times.
Most of the time the key now operates as intended even with a car battery voltage of 12.2V with
headlights, tail lights and boot/trunk lights operating. However it still occasionally refuses to turn
until you have tried for several minutes. This involves inserting, trying and withdrawing the key
until it eventually operates.
There is obviously something in the electronics which is very marginal and which doesnt need
much to trip it from non functioning to functioning. It appears to be very temperature sensitive,
malfunctioning when cold (below about 15C).
Page 4 of 32
Page 5 of 32
The AC voltage produced in the coil is rectified and the resulting DC voltage is used to power
the Remote Control Key ignition functions. (The induced DC voltage was measured as 7.6V.)
Using a separate inductive power supply very cleverly avoids reliance on the Remote Control
Key batteries and ensures the Remote Control Key will operate the ignition even if it has internal
flat or weak batteries.
Once powered by the Induction Power Generator the Remote Control Key emits IR signals to,
and receives IR signals from, the Drive Authorisation System (DAS) in the Electronic
Ignition/Starter Switch (EIS) control module (N73). Start-up is enabled only after the transmitter
key (A8/1) is identified by the encrypted data exchange between the
EIS control unit (N73) and the
ME-SFI control unit (N3/10) (with gasoline engine).
If the identification of the transmitter key (A8/1) is valid, the rotary lock of the EIS control unit
(N73) is enabled. The transmitter key (A8/1) can now be turned. Once the correct code is
recognised, the EIS allows the initial start procedures to commence, viz;
rotary lock in EIS released, which allows the key to be turned in the lock to positions 1, 2
and 3, thus starting the car.
steering wheel resumes its operating position (if this function has been previously
activated),
engine electric suction fan initiates,
engine control module initiates,
Automatic Climate Control (ACC) initiates,
COMAND system initiates,
gear selector lever lockout mechanism releases,
any stored values for parameters such as seat and mirror positions, ACC settings, and
COMAND settings etc. which are associated with this particular key are initiated (if this
function has been previously activated).
Page 6 of 32
When a non-recognised key, including my Dummy Test Key, is used the EIS Inductive Power
Supply only operates for about 3 to 4 seconds after the key has been inserted into the Ignition
Lock. When the key is not recognised, the Inductive Power Supply reverts to zero output for
about 30 seconds when it generates another short burst of AC power in an attempt to read the
key. I did not establish how many times it continues to do this before cancelling.
When a key is used that is recognised by the EIS, the Inductive Power Supply operates
continuously until the key is removed.
Note the mechanical lock system in the EIS also prevents the Remote Control Key from being
turned back to position 0 (Locked) and withdrawn from the EIS Ignition Lock unless the gear
selector lever is in P or Park.
10.1.
According to BenzWorld posters, by far the most common issue causing this problem is that
your car battery is not putting out enough voltage.
It appears that the ignition circuit is quite sensitive to car battery voltage. The car will
unlock and the instrument cluster will light up when you enter the car. You may have
even been able to start the car just minutes before and the battery may appear to be good
and strong otherwise, and yet it may be weak under load and is not putting out the
minimum required voltage for the ignition switch to read the key.
Note that the drain/load on the car battery just after unlocking the doors with the remote
is significant and can cause the voltage from a weak battery to drop below the required
level for the ignition to work. On my car, as the remote unlock signal is received and
recognized, the car activates the central unlocking system and unlocks the doors, operates
Page 7 of 32
the headlights and tail lights for 20 seconds, operates the interior lights if it is dark
enough for 20 seconds, flashes the turn indicator lights, and starts the Electronic Ignition
System (EIS) and initiates several other control units as described above. Consequently
the car battery is really hammered for a few minutes after unlocking until the load drops
off as the electronics in the car settle down. The battery voltage may recover enough for
the ignition to now work. This gives the impression of a random fault.
Other signs of a weak car battery which you may have experienced include, slower rising
of the door locks, slower remote response to open boot/trunk and random and sudden
appearance of BAS/EPS malfunction indication while driving or with the car started.
This BAS/EPS malfunction indication will disappear once the ignition is turned off and
the car is later restarted.
Once sufficient voltage is made available the key will automatically sync with the car and
you will be able to turn the key instantly after inserting the key fob.
A simple test on the car battery is to measure the voltage first thing in the morning after the
vehicle has been sitting asleep for 12 hours or so. The night before set up your voltmeter on long
leads so that the boot/trunk lid can be closed and the car locked. Place the voltmeter outside the
vehicle and do not activate any functions prior to taking your reading. The voltage should be at
least 12.4V. Make sure to rectify a weak battery condition quickly as you do not want to be
replacing an over worked alternator as well.
10.1.1.
The new battery in my W220 reads 12.57V with the car locked and asleep after 24 hours of
none use.
10.2.
One additional thing to check is the charging circuit. Some "smart" battery chargers will do this
for you. After a good drive of 60 minutes or so the car battery should be fully charged and read
at least 14.2V with the car running and the charger operating. Turn off large power consumers
such as headlights for this test. If the battery does not have a healthy voltage, suspect the
alternator and associated charging circuits.
10.3.
You can also test the battery itself with a hydrometer or by performing a load test. Either will
show a battery that has outlived its usefulness. There is a pretty good tutorial on batteries at:
http://www.batterystuff.com/tutorial_battery.html and another one for the hydrometer test at:
http://autorepair.about.com/library/.../aa101604c.htm. There's a "poor man's load test" video at:
http://www.youtube.com/watch?v=viltQBg2jOQ
10.4.
Of course replacing the car battery means that you may have to go through the entire
reset/synchronisation procedure (windows, seats, mirrors, sunroof, steering angle sensor and
BAS/ESP malfunction indicator). See post #14 at
http://www.benzworld.org/forums/w220...st2216730.html. For more on resetting see;
http://www.benzworld.org/forums/w208...procedure.html.
If you want to avoid the resynchronization, temporarily connect another 12V battery across the
car battery leads before disconnecting them to act as a backup battery. The backup battery can be
a low power battery as long as you do not open, lock or unlock any doors or activate any circuits
whilst it is connected. I use a 12V 5A-Hr House Alarm Battery connected to my charging point
which I installed in the engine compartment. DO NOT USE a battery charger as a backup or at
any time with the car battery disconnected, as the voltage WILL be too high and WILL damage
something. The technique is to ensure that the car is asleep with the boot/trunk lid open and the
Page 8 of 32
bonnet/hood open. I also have the drivers window open. I connect my 12V 5A-Hr House
Alarm Battery to the charging point in the engine compartment and then disconnect the car
battery in the boot/trunk. Make sure nothing gets activated while the backup battery is
connected, especially lock/unlock, headlights or ignition and starter motor.
10.4.1.
This was a good idea I picked up from BenzWorld posters in threads where owners have had a
flat battery, but could not get into the trunk/boot to charge up. All you need to do is open the
hood/bonnet, remove the lid from the Right (Passenger side for LHD, Drivers side for RHD)
Fuse Box. Connect the negative lead from the charger to the earth point just in front of the fuse
box (or any good earth). Connect the positive lead from the charger to fuse f33, 40A, that runs
air conditioner and blower motor and is constant live. I have soldered a small quick connect tag
onto fuse f33 so that I can simply plug my battery charger onto this tag. If charging at this point
only use a low charge rate setting, eg <4A.
Figure 5 Location of Fuse f33 for an Engine Compartment Battery Charging Point
I decided to include the next photo because the W204 has a purpose built battery test/charging
point in the engine compartment complete with red protective cover.
10.5.
Before you decide to replace the car battery, make sure there is no unusually heavy load draining
the battery when the car is turned off and has been at rest for at least twenty minutes. Sometimes
the electronic circuits can develop issues and become heavy continuous users of battery power.
10.5.1.
Page 9 of 32
Reference: Star Diagnosis System (SDS) Xentry Workshop Information System (WIS) the
quiescent current at the battery terminal for a W220 after the car has been locked for at least 20
minutes and the car has gone to sleep, should be no more than 0.050A or 50mA.
If testing at individual fuses each fuse quiescent current should be no more than 0.020-0.030A or
20-30mA.
10.5.2.
There are several good links to testing car battery quiescent current draw (also called parasitic
drain).
http://www.benzworld.org/forums/w220-s-class/1491289-how-measure-quiescent-currentbattery-die.html
How to Find a Parasitic Battery Drain - wikiHow
My version.
http://www.benzworld.org/forums/w220-s-class/1666913-w220-s500-measuring-quiescentcurrent-parasitic.html
10.5.3.
Tests
The quiescent current draw/load in my S500L is 26-32mA, which is well within the
specification. [<50mA].
10.6.
If you suspect that your ignition switch has dirty contacts flush the lock with electrical cleaning
spray. I used a cleaner designed for Air Mass Sensor (MAF) Sensor cleaning which is highly
evaporative and leaves no residue. I poked a match into the ignition to depress the centre part
and flushed it thoroughly with solvent, repeating this several times.
10.7.
If you have replaced the car battery and/or the key battery, you may need to leave the key in the
ignition for a few minutes to "reprogram" it. I noticed during the first appearances of the
problem that the dash would sometimes say Computing key data. Please wait. WIS says the
key must be left in the ignition for several hours to reprogram it.
If the second key is recognized by the Electronic Ignition System (EIS) and allows you to start
the car while the first key does not, then the key fob itself is the most likely culprit. This is very
rare, and in this case you have to buy a new key.
Page 10 of 32
Do not buy a used key from eBay etc. Keys CANNOT be reprogrammed. If you just want to
give your key fob a facelift, new outer key cases, with or without a metal key blank, are readily
available on eBay for about $20. You then just swap over your keys electronics.
A new key fob with electronics is $450.00 from MB and is already programmed at the factory.
BenzWorld Member fatrash has repaired faulty solder joints in his key electronics, see;
http://www.benzworld.org/forums/w220-s-class/1269278-electronic-key-not-working.html
Figure 8 Resoldering Key Electronics (NB Different Key PCB to 2003 Update S500L)
Note the difference between fatrashs W220 (unknown year) and my 2003 Remote Control Key.
Figure 9 (Left) fatrashs (unknown model and year) and (Right) my W220 2003 S500 Remote Control Key
The two large areas on the pcbs are to make contact with the battery pack.
10.8.
If the battery is putting out sufficient voltage and both keys do not work then the ignition switch
is most likely at fault. If it is not a dirty switch or the switch doesnt respond to being
flushed/cleaned then it is most likely you need a new ignition which is going to be an expensive
proposition.
11.1.
Using parts from an old dismantled electrical transformer, I constructed a small coil on the end
of an old paint brush. I ground the end of the paint brush down to a cylinder of about 3mm
diameter. I added a single piece of scrap transformer metal to the wooden cylinder to act as a
core and bound both together with masking tape. This became the former for the coil and
provided a nice winding surface. I wound approximately a thousand turns of 1.1mm diameter
Page 11 of 32
enamel insulated wire onto the former and soldered some insulated flexible wires for the test
connections.
The exposed coil and connections were wrapped in masking tape and were inserted into an old
empty key fob thus making a dummy test key.
11.2.
In order to establish a baseline I decided to initially test the Induction Power Generator in our
2008 W204 C220 CDI vehicle. This immediately proved interesting as my Dummy Test Key
once inserted into the lock was able to rotate to positions 1 and 2 without the Drive Authorisation
System being activated. In the W204 there is not the mechanical restriction on key rotation as in
the W220. I do not know why this is the case as the car could still not be taken out of Park.
The AC voltage produced in the coil in my Dummy Test Key by the EIS Induction Power
Generator was measured with a Digital Volt Meter (DVM) and a Cathode Ray Oscilloscope
(CRO) in both my W204 and W220 vehicles. The DVM readings proved to be unreliable, most
likely due to the high frequency of the signals exceeding the DVMs capability. The DVM
readings were not analysed.
Note the actual voltages as measured with the Dummy Test Key are completely arbitrary and are
dependent on the number of turns wound on the Dummy Test Key coil. They are useful for
comparison purposes only.
11.3.
11.3.1.
Page 12 of 32
Figure 12 Test 01 DVM Reading Dummy Test Key AC Output in W204 C220
Figure 13 Test 01 CRO Reading Dummy Test Key AC Output in W204 C220
CRO Scale: 1V/division with 10x Probe = 10V/division and 5s/division
11.3.2.
Figure 14 Test 01 DVM Reading Dummy Test Key AC Output in W220 S500L
Figure 15 Test 01 CRO Reading Dummy Test Key AC Output in W220 S500L
CRO Scale: 1V/division with 10x Probe = 10V/division and 5s/division
11.3.3.
Page 13 of 32
Figure 16 Test 01 Comparison of W204 C220 (Left) and W220 S500L (Right) with CRO on same scale
CRO Scale: 1V/division with 10x Probe = 10V/division and 5s/division
11.3.4.
Note the actual voltages as measured are completely arbitrary and are dependent on the number
of turns wound on the Dummy Test Key coil. They are useful for comparison purposes only.
DVM
AC Volts
CRO
AC Amplitude
Peak to Peak
Calculated CRO
AC Amplitude
CRO
AC Timing
Period
Calculated CRO
AC Frequency
Test 01
W204
2008 C220 CDI
Ambient 8C
Test 01
W220
2003 Update S500L
(When Ignition was
not working.)
Ambient 8C
Test 01
W220
2003 Update S500L
(When Ignition was
working.)
Ambient 8C
8.0V
5.6V
5.6V
85V p-p
63V p-p
63V p-p
30Vrms
22Vrms
22Vrms
8.5s
8.5s
8.5s
118KHz
118KHz
118KHz
11.3.5.
Test 01 Conclusion
Note there was no difference in the W220 Key working/not working results because you can
never be sure whether the key is working or not when using the Dummy Test Key as the car
cannot read any key code and therefore doesnt respond.
After inserting the Remote Control Key and finding it didnt work I removed it, inserted the
Dummy Test Key and performed the W220 2003 Update S500L (When Ignition was not
working.) tests. Within a few minutes I tried the Remote Control Key again and this time it
worked and then retested with the Dummy Test Key with the same test results.
The voltage from the W220 EIS Induction Power Generator is only 74% of the W204 EIS
Induction Power Generator. Whether this is significant or not I do not know, however, because
the problem is intermittent, it could be that the voltage from the Induction Power Generator is
borderline and thus when combined with a cold battery and lower battery voltage it causes the
Remote Control Key to not be authorised.
Because I get the same intermittent result with both Remote Control Keys, I suspect they are not
causing the intermittent problem. It is very unlikely that both keys would have the same issue.
There seems to be something which is causing the output voltage of the W220 Electronic
Page 14 of 32
Ignition System (EIS) Induction Power Generator to be low. The culprit is most likely in the EIS
itself rather than in the communication systems.
I will repeat the tests later in the day when things have warmed up a bit and the key function is
more reliable.
11.4.
11.4.1.
Test 02 on W204
During these tests the DVM seemed to fluctuate a lot so I only analysed the CRO readings.
11.4.2.
Test 02 on W220
11.4.3.
Figure 19 Test 02 Comparison of W204 C220 (Left) and W220 S500L (Right) with CRO on same scale
CRO Scale: 1V/division with 10x Probe = 10V/division and 5s/division
11.4.4.
Page 15 of 32
Note the actual voltages as measured are completely arbitrary and are dependent on the number
of turns wound on the Dummy Test Key coil. They are useful for comparison purposes only.
DVM
AC Volts
CRO
AC Amplitude
Peak to Peak
Calculated CRO
AC Amplitude
CRO
AC Timing
Period
Calculated CRO
AC Frequency
Test 02
W204
2008 C220 CDI
Ambient 14.5C
Test 02
W220
2003 Update S500L
(When Ignition was
not working.)
Ambient 14.5C
Test 02
W220
2003 Update S500L
(When Ignition was
working.)
Ambient 14.5C
Not Reliable
N/A
Not Reliable
85Vp-p
N/A
63Vp-p
30Vrms
N/A
22Vrms
8.5s
N/A
8.5s
118KHz
N/A
118KHz
11.4.5.
Test 02 Conclusion
The Dummy Test Key induced coil voltages as measured by the DVM in both the W204 and
W220 were higher than in the morning Test 01, but both readings fluctuated markedly. They
have been discarded. The CRO readings on the other hand were very stable and exactly the same
as for Test 01. Once again the W220 Induction Power Generator is only 73-74% of the W204
Induction Power Generator Voltage.
The next step is to measure several other MBs of similar vintage. Unfortunately I do not know
anyone with another W220.
11.5.
Test 03 on Friends E320 and CLK200 Using Dummy Test
Key
Test 03 conditions were:
Tests conducted 11:00 A.M. 22nd June 2012
Vehicles tested: W211 2004 E320 and W209 2005 CLK200 Kompressor
Both vehicles had been standing overnight and had not been driven.
Weather cold and wet with ambient 10C.
Both vehicles were tested 5 minutes after unlocking with drivers door open.
11.5.1.
Page 16 of 32
Figure 21 Test 03 DVM Reading Dummy Test Key AC Output in W211 E320
Figure 22 Test 03 CRO Reading Dummy Test Key AC Output in W211 E320
CRO Scale: 1V/division with 10x Probe = 10V/division and 5s/division
11.5.2.
Figure 24 Test 03 A2 DVM Reading Dummy Test Key AC Output in W209 CLK200K
Figure 25 Test 03 CRO Reading Dummy Test Key AC Output in W209 CLK200K
CRO Scale: 1V/division with 10x Probe = 10V/division and 5s/division
Page 17 of 32
11.5.3.
Comparison of Test Results for W204 C220, W211 E320,
W209 CLK200K and W220 S500L,
Note the actual voltages as measured are completely arbitrary and are dependent on the number
of turns wound on the Dummy Test Key coil. They are useful for comparison purposes only.
Summary of Test 01 and 03 Results Using Dummy Test Key for W204 C220, W211 E320,
W209 CLK200K and W220 S500L, with CRO on Same Scale.
W204 C220,
DVM
AC Volts
CRO
AC Amplitude
Peak to Peak
Calculated CRO
AC Amplitude
CRO
AC Timing
Period
Calculated CRO
AC Frequency
Normalised
Comparison
Test 01
W204
2008
C220 CDI
Ambient 14.5C
Test 03
W211
2004
E320
Ambient 10C
Test 03
W209
2005 CLK200K
Ambient 10C
Test 01
W220
2003 Update
S500L
Ambient 14.5C
8.0Vrms
10.7Vrms
11.7Vrms
5.6Vrms
85Vp-p
85Vp-p
87Vp-p
63Vp-p
30Vrms
30Vrms
31Vrms
22Vrms
8.5s
8.5s
8.5s
8.5s
118KHz
118KHz
118KHz
118KHz
97%
97%
100%
71%
11.5.4.
Test Conclusion
The Dummy Test Key induced coil voltages as measured by the CRO were very stable and
consistent. The W220 Induction Power Generator output is only about 71% when compared to
three other equal vintage Mercedes Benz vehicles.
It seems that the EIS Induction Power Generator output is reduced for some reason. This could
be high resistance fuses, fuse connections or cable connectors in the appropriate EIS supply
lines. It may also be a faulty voltage regulator in the supply to the EIS Induction Power
Generator circuit.
Page 18 of 32
The voltage drop across f78/7.5A (FB Cockpit Left (RHD)) was measured with the key out, and
key in.
Battery Side of f78
EIS Side of f78
12.69V
12.69V
Key Out
12.60V
12.58V
Key In and Not Operational
12.54V
12.52V
Key In and Operational
Table 4 Voltage Drop Across f78/7.5A
12.2.
Conclusion
The voltage drop across f78 seems reasonable. The voltage drop across X4/10 f2/60A and
connectors Z4/3 and W36/2 were not measured.
Page 19 of 32
the circuits. It is a more meaningful test but more difficult to execute. It requires some very
careful and fiddly soldering and should only be undertaken by someone with considerable
electronic experience. Things to avoid are damage caused by electrostatic voltages, excess heat
and rough or splattered soldering.
As explained previously the EIS generates a 118KHz sine wave which is inductively picked up
in a small coil in the tip of the Remote Control Key fob. The coil is connected to the two tabs at
the left edge of the coil in the next figure. The tab at the right end of the coil is not connected and
is just for fastening that end of the coil.
I traced the induction coil connections as far as possible. Some tracks disappear under surface
mount components, and the coil is connected to a diode and what I suspect is a zener diode
resulting in a roughly regulated half wave DC power supply. The voltage produced cannot
exceed the maximum voltage rating marked on the large electrolytic capacitor, the large yellow
component shown just below the coil in the next figure.
Figure 29 Battery Side of Remote Control Key PCB Showing Induction Coil
The capacitor has a value of 47F 10V and is used to store the DC voltage produced. Its time
constant is many minutes, ie it holds the voltage charge and powers the key electronics long after
the EIS has stopped generating the AC frequency.
I soldered two wires across the coil (white (AC) and black (0V)) and also one wire (red (+V)) on
to the (red band) end of the capacitor. The modified key could still be inserted into the key fob
but without the battery holder and batteries. These are not needed anyway.
Page 20 of 32
Figure 30 Battery Side of Remote Control Key PCB Showing Test Wires Soldered Across the Induction Coil
and the Storage Capacitor
13.1.
13.1.1.
Figure 32 Test 04 DVM Reading S500L OEM Remote Control Key DC Output in W220 S500L
Page 21 of 32
Figure 33 Test 04 CRO Reading S500L OEM Remote Control Key AC Output in W220 S500L
CRO Scale: 1V/division with 10x Probe = 10V/division and 5s/division
13.1.2.
Figure 35 Test 04 DVM Reading S500L OEM Remote Control Key DC Output in W204 C220 CDI
Figure 36 Test 04 CRO Reading S500L OEM Remote Control Key AC Output in W204 C220 CDI
CRO Scale: 1V/division with 10x Probe = 10V/division and 5s/division
13.1.3.
The voltages as measured are as accurate as my instruments. Note the flattened top of the
induced AC voltage is due to the loading of the half wave rectification circuit.
Figure 37 Test 04 Comparison of W204 C220 (Left) and W220 S500L (Right) with CRO on same scale
CRO Scale: 1V/division with 10x Probe = 10V/division and 5s/division
DVM
DC Volts
CRO
AC Amplitude
Peak to Peak
CRO
Test 04
W204
2008 C220 CDI
Ambient 11C
Test 04
W220
2003 Update S500L
(When Ignition was
not working.)
Ambient 11C
7.60V
7.50V
26Vp-p
25Vp-p
8.5s
8.5s
Page 22 of 32
AC Timing
Period
Calculated CRO
AC Frequency
Test 04
W204
2008 C220 CDI
Ambient 11C
Test 04
W220
2003 Update S500L
(When Ignition was
not working.)
Ambient 11C
118KHz
118KHz
Table 5 Summary of Test 04 Results Using S500L OEM Remote Control Key
13.2.
The test using the S500L OEM Remote Control Key was repeated later in the day when the key
was functioning correctly in the S500L EIS.
Test 05 conditions were:
Tests conducted 18:30 26th June 2012
Vehicles tested: W220 S500L.
The vehicle had been standing overnight and had not been driven.
Weather cold and wet with ambient 12.9C.
The vehicle was tested 5 minutes after unlocking with drivers door open.
All functions of the Remote Control Key were operating correctly.
13.2.1.
Figure 38 Test 05 DVM Reading S500L OEM Remote Control Key DC Output in W220 S500L
Figure 39 Test 05 CRO Reading S500L OEM Remote Control Key AC Output in W220 S500L
CRO Scale: 1V/division with 10x Probe = 10V/division and 5s/division
DVM
DC Volts
CRO
Test 04
W204
2008 C220 CDI
Ambient 11C
Test 04
W220
2003 Update S500L
(When Ignition was
not working.)
Ambient 11C
Test 05
W220
2003 Update S500L
(When Ignition was
working.)
Ambient 12.9C
7.60V
7.50V
7.56V*
26Vp-p
25Vp-p
24Vp-p
AC Amplitude
Peak to Peak
CRO
AC Timing
Period
Calculated CRO
AC Frequency
Page 23 of 32
Test 04
W204
2008 C220 CDI
Ambient 11C
Test 04
W220
2003 Update S500L
(When Ignition was
not working.)
Ambient 11C
Test 05
W220
2003 Update S500L
(When Ignition was
working.)
Ambient 12.9C
8.5s
8.5s
8.5s
118KHz
118KHz
118KHz
Table 6 Summary of Test 05 Results Using S500L OEM Remote Control Key
* The initial voltage measured was 7.59V and it immediately drops to 7.50 and then recovers to
7.56V within a minute.
13.2.2.
Test Conclusion
The induced voltage in the Remote Control Key seems below what it should be and certainly
below the voltage induced in other similar vintage vehicles. The electronics in the Remote
Control Key may be sensitive to low voltage and thus not communicating with the EIS
adequately and thus preventing authorisation.
14.1.
The Original Equipment Manufacturer (OEM) coil contains 137 turns of enamel insulated copper
wire of 0.09mm diameter. It has a resistance of 3.1 Ohms. In removing the OEM coil I
damaged the windings and was forced to rewind anyway. It was rather fiddly and required a
jewellers magnifier headset and a very fine soldering tip to do.
I used 0.11mm diameter wire from an old transformer. About 1.2m of wire is needed and goes
on in two layers starting at the tab at the upper right end in the next figure and finishing at the
lower right tab. The wiring is anti-clockwise looking from the double tab end. I suspect the
wiring orientation doesnt matter but follow the start and finish winding points as per the OEM
coil just to be sure.
Be careful not to damage the very brittle ferrite rod core sitting in the plastic former. I did and
had to super glue it back together.
Page 24 of 32
137 + 10% = 150 turns. Open circuit voltage should increase by 10%.
Figure 41 Remote Control Key Induction Coil Rewound with 150 Turns
14.1.1.
Figure 42 Test 06 DVM Reading S500L Modified (150T) Remote Control Key DC Output in W220 S500L
DVM
DC Volts
CRO
AC Amplitude
Peak to Peak
CRO
AC Timing
Period
Calculated CRO
AC Frequency
Test 05
W220
2003 Update S500L
OEM Coil
(When Ignition was
not working.)
Ambient 11.0C
Test 06
W220
2003 Update S500L
Modified Coil 150T
(When Ignition was
not working.)
Ambient 11.0C
Test 06
W220
2003 Update S500L
Modified Coil 150T
(When Ignition was
working.)
Ambient 11.0C
7.50V
7.60V
7.60V
25Vp-p
Not Measured
Not Measured
8.5s
Not
Measured
118KHz
Not
Measured
Table 7 Summary of Test 06 Results Using S500L Modified (150T) Remote Control Key
14.1.2.
Test Conclusion
The induced voltage now limits at 7.60V most of the time and is obviously the zener diode
voltage regulator doing its job. There was no apparent difference with the working or not
working issue so the key can be ruled out as the cause of the problem.
Page 25 of 32
When inserted into the slots on each side of the Instrument Cluster they release plastic retaining
clips. The left hand clip took much persuading but eventually released.
Page 26 of 32
I also made a tool from several pieces of PVC pipe for unscrewing the EIS bezel.
Page 27 of 32
Figure 46 Bezel Unscrewing Tool Inserted in EIS
Then it was an easy matter to reach inside and extract the EIS to the point where the connectors
could be removed. The mechanical rod which activates the Transmission Lock was also
disconnected.
Page 28 of 32
Three solder joints on the solenoid coil were unsoldered to allow the three pcbs to lay flat.
It is hard to see in the photos but several of the solder joints had what looked like green verdigree
corrosion on them.
I spent several hours using a jewellers head piece magnifier and my finest tip soldering iron,
resoldering as many joints as I could. Keep in mind that the electronic components are very
sensitive to electrostatic discharge and can be permanently damaged if care is not taken. Prior to
touching the pcbs always grasp an earth point first. Any surplus solder flux was washed off
with cleaner.
Page 29 of 32
Figure 55 CAN-B Low (Left) and CAN-B High (Right) As Measured (Scale 2V/div)
Page 30 of 32
It was easy to generate other CAN B signals, eg pressing the boot/trunk open button on the
remote control key produced a burst of data.
There are no CAN C (engine) signals until the key is turned to position 2 (Ignition).
Page 31 of 32
Also shown for interest is the circuit diagram for the EIS Lock Solenoid. A signal from one of
the microprocessors turns on the hex mosfet which activates the solenoid and allows the key to
rotate in the EIS.
Page 32 of 32
I provided the VIN numbers and other details and a new EIS eventually arrived along with a
Workshop Key (blue in colour) which is used to code the new EIS and associated Keys.
The new EIS would not work with either of my old remote control keys and so we had to order a
new key. I will order a spare key later.
The new key worked in the EIS and would start the engine but the auto transmission would not
engage. The EIS (N73) and/or the ME-SFI control unit (N3/10) obviously sends a coded signal
to the Transmission Control Module.
Eventually after several weeks of investigation the MB Technician ordered another EIS which
this time came with an orange coloured Workshop Key. This time everything worked as
intended. I paid the bill, $2,900.00, and thankfully we are back driving in super luxury again. It
is amazing how much I missed my car. It was out of action for 11 weeks plus had intermittent
EIS operation for nearly one year.