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W204 2008 Mercedes-Benz C Class

Combined Engine and ACC Electric Fan (M4/7)
Fault Diagnosis and DIY Replacement
Brian W. Rice

Table of Contents
1. Revisions ............................................................................................................................ 1
2. Relevance ........................................................................................................................... 1
3. Reference ........................................................................................................................... 1
4. Acknowledgement .............................................................................................................. 2
5. Issue ................................................................................................................................... 2
6. Initial Investigation ............................................................................................................. 2
7. Test of Temperature Sensors ............................................................................................... 2
7.1. Temperature Sensor Near The Water Pump................................................................. 2
7.2. Temperature Sensor In Thermostat Housing ................................................................ 3
7.3. Temperature Sensor Upstream Of Turbo Charger ........................................................ 3
8. Test of Power Supply and Connections to M4/7.................................................................. 3
9. Test of Control Signals to M4/7 .......................................................................................... 5
9.1. Test 01 with Plugged In M4/7 ..................................................................................... 5
9.1. Test 02 with Plugged In M4/7 ..................................................................................... 8
9.1. Test 03 with Un-Plugged M4/7 ................................................................................... 9
9.1. Test 04 with Un-Plugged M4/7 ................................................................................... 9
10. Where To From Here .................................................................................................... 10
10.1. Test 05 with Un-Plugged M4/7 ................................................................................. 10
11. Investigation of M4/7 .................................................................................................... 10
12. Confirmation of Parts Number ...................................................................................... 11
13. Best On-Line Supplier of M4/7 with International Shipping .......................................... 12
14. Item Received in Mail. .................................................................................................. 14
15. Installation and STAR Test ........................................................................................... 14
16. Final Road Test............................................................................................................. 15
17. On-Line Supplier of Motor Only with International Shipping ....................................... 15
18. Conclusion.................................................................................................................... 16
19. Annex: WIS AR20.40-P-5050CW ................................................................................ 17

1. Revisions
Version 1 (Original document): W220 Template Created 26th Apr 2014
This document: Last Saved: 23 May 2014

2. Relevance
This DIY document refers to my;
 Mercedes-Benz Sedan: C220 CDI
 Manufactured: 2008
 VIN: WDD 204008 2A 122342
 17 Digit VIN: WDD2040082A122342
 Motor Nr: 64681130185589

3. Reference
STAR DAS and WIS.
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4. Acknowledgement
A special thanks to Ian G. for the loan of his 2008 C220 CDI for M4/7 Control Signal tests.

5. Issue
I noticed that the car tended to slightly overheat when sitting idling in heavy traffic (It is
currently Winter so ambient temperature was about 20°C). The engine temperature was OK
when the car was on the move but the temperature gauge would start to increase above normal
when the car was stationary.

The Automatic Climate Control (ACC) had also noticeably lost its cooling performance.

Once the bonnet was lifted it was pretty obvious that the electric cooling fan was not operating.

6. Initial Investigation
In STAR DAS and WIS, the “combustion engine and air conditioning with integrated control fan
motor” is designated M4/7.

Figure 1 Electric Fan M4/7 as Shown in STAR WIS

My initial tests using STAR XEntry and DAS showed the following two fault codes.
 Fault code: 20D6-003 Check component M4/7 (Combustion engine and air conditioning
with integrated control fan motor). Internal fault.
 Fault Code: 22A5-008 Check component B19/11 (Temperature sensor upstream of turbo
charger). The exhaust gas temperature is too low. Plausibility error.

The funny thing was that when I first performed an activation of the electric cooling fan (M4/7)
using STAR, CDI Module, Actuations, M4/7, the fan tested perfectly. Ie a commanded 10%
actuation gave minimum or 0 RPM fan speed and a 90% actuation gave full fan speed.

A road test still showed the slight overheating when stationary and I now noticed a distinct lack
of cooling with the air conditioner set to maximum cold, but also only when the car was
stationary.

7. Test of Temperature Sensors

Not knowing which temperature sensor was the critical one for fan control, I tested the three that
I could find.

7.1. Temperature Sensor Near The Water Pump

The temperature sensor near the water pump was marked A311 01:09 with a green dot.

At 18°C it had a resistance of 2.36K Ohms.

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When warmed slightly with a heat gun the resistance dropped to 1.48K Ohms.

The conclusion, without knowing the specified value, was that it seemed OK.

7.2. Temperature Sensor In Thermostat Housing

I could easily identify the temperature sensor in the thermostat housing from WIS as B11/4.

At 18°C B11/4 had a resistance of 2.81K Ohms.

When warmed slightly with a heat gun the resistance of B11/4 dropped to 1.15K Ohms.

The conclusion, without knowing the specified value, was that B11/4 seemed OK.

7.3. Temperature Sensor Upstream Of Turbo Charger

The temperature sensor upstream of the turbo charger was identified by Fault Code: 22A5-008 as
component B19/11. However I could not physically locate B19/11, presumably because I didn’t
remove the air filter housing.

However the circuit diagram for the CDI Control Unit (N3/9) indicated that B19/11 was
connected to pins M29 (brown/white) and M78 (yellow). The resistance across these pins in the
connecting socket showed 233 Ohms.

The conclusion, without knowing the specified value, was that B19/11 seemed reasonable.

I then discovered a plausibility test using STAR DAS which when performed made the engine
run at elevated speed for several minutes whilst the DAS monitored the components B19/9 and
B19/11.

The result was that DAS indicated that the actual values were OK with;
 B19/9 1000°C
 B19/11 149°C.

The next test was to check the power supply and connections to M4/7.

8. Test of Power Supply and Connections to M4/7

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Figure 2 M4/7 Electric Fan W9 ground point

Figure 3 Prefuse Compartment

Figure 4 Location of N10 Front SAM Engine Compartment Left Rear

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Figure 5 Fuse and Relay Designations in N10 Front SAM Engine Compartment Left Rear

Relay kN activates when the ignition is turned on and provides power via Fuse f22 and the
Black/Red connection to the Electric Fan (M4/7). This is obviously just for the Control circuit as
the main power lead for the Fan Motor is a heavy Red coloured wire connected to +12V and a
Brown coloured wire connected to the vehicle ground via the W9 ground point.

All the connections and voltages tested were good.

The next test was to measure the control signals. The Electric Fan (M4/7) receives command
pulses from the CDI Control Unit (N3/9, pin 57, designated in WIS as ‘LUES’ and ‘PWM
Signal’) via a Green/Blue wire. PWM normally stands for Pulse Width Modulation and this
interpretation certainly seems to apply in this situation.

9. Test of Control Signals to M4/7

The Electric Fan (M4/7) receives command pulses from the CDI Control Unit (N3/9, pin 57,
designated in WIS as ‘LUES’ and ‘PWM Signal’) via a Green/Blue wire. PWM normally stands
for Pulse Width Modulation and this interpretation certainly seems to apply in this motor speed
control situation.

I was able to poke a single strand of fine wire into the Green/Blue connector to M4/7 and then
still plug it in. Then with my Cathode Ray Oscilloscope (CRO) probe attached, I could monitor
any control signals. These were called the ‘Plugged In Tests’.

9.1. Test 01 with Plugged In M4/7

The Green/Blue wire showed 12Vp-p (peak to peak) pulses when the car was locked or unlocked
or with the ignition turned on (engine not running).
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Figure 6 PWM Control Signal Pulses 12Vp-p (peak to peak) Amplitude and 10% Duty Cycle
These are obviously what WIS calls the 10% or zero RPM condition.

The CRO is a bit hard to photograph but the 10% Control Signals were as shown in the next
Figure.

Figure 7 Graphic Representation of Control Signal Pulses at 10% PWM

I then activated the Fan (M4/7) using STAR, CDI, Activate, M4/7. Once the pre-requisites are
met the electric fan can be tested at zero speed and full speed, just by clicking on the appropriate
buttons.

Figure 8 STAR DAS M4/7 Test Pre-requisites

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Figure 9 STAR DAS M4/7 Showing 10% Activation

The same result as above was achieved for the “Switch off fan” or 10% actual value activation.

For the “Switch on Fan” activation or 90% actual value;

Figure 10 STAR DAS M4/7 Showing 90% Activation

I measured 12Vp-p pulses but with a 90% pulse width modulation.

Figure 11 Graphic Representation of Control Signal Pulses at 90% PWM

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The conclusion is that all this makes sense in terms of the definition of Pulse Width Modulation
as used for motor speed control.

9.1. Test 02 with Plugged In M4/7

However when I repeated these ‘Plugged In Tests’, instead of measuring 12Vp-p the control
signals were now reduced to 3Vp-p. Nothing else had changed except some lapsed time.

Figure 12 Control Signal 10%

Figure 13 Graphic Representation of Control Signal Pulses at 10% PWM

Figure 14 Control Signal 90%

Figure 15 Graphic Representation of Control Signal Pulses at 90% PWM

Remarkably both the 10% and 90% activations both showed 3Vp-p control signal amplitude as
compared with the 12Vp-p measured initially.
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The conclusion was that maybe the Electric Fan Controller in M4/7 was ‘loading’ the driver
circuit. An open circuit or unplugged test should confirm this.

9.1. Test 03 with Un-Plugged M4/7

The next photo shows the CRO probe attached for the ‘unplugged’ tests.

Figure 16 CRO Probe Monitoring M4/7 Green/Blue Control Signals for the ‘Unplugged’ Tests
The control signal amplitude remained at 3Vp-p for both the 10% and the 90% activations. It
was also only 3Vp-p for the car locking and car unlocking sequences.

The conclusion is that the M4/7 Electric Fan Control circuit is not “loading” the control signals
but that the CDI Control Unit (N3/9, pin 57) is meant to only supply 3Vp-p or else has failed
somehow.

9.1. Test 04 with Un-Plugged M4/7

A final test with M4/7 Un-Plugged but with the ACC set on maximum cold and the engine
running, showed 3Vp-p amplitude with about a 50% duty cycle. The Electric Fan was still not
operating.

Figure 17 Control Signal approximately 50%

Figure 18 Graphic Representation of Control Signal Pulses at 50% PWM

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10. Where To From Here
I would now like to measure a ‘good’ C Class to see what amplitude control signals are present
on the Green/Blue connection to M4/7.

10.1. Test 05 with Un-Plugged M4/7

Thanks to a good friend I was able measure the control signals on a “good” 2008 C220 CDI.
Much to my relief they were identical to the results obtained for my car. Ie 3Vp-p amplitude and
a variable PWM duty cycle depending on demand with a period of 95ms.

The conclusion now is that my electric fan (M4/7) is definitely faulty.

11. Investigation of M4/7

I used WIS document AR20.40-P-5050CW to remove the electric fan unit. (Refer to Annex: WIS
AR20.40-P-5050CW.)

Fortunately the faulty unit was clearly marked with the factory part number which was;
A204 500 02 93. It is shown as a 600W DC fan manufactured by Temic.

Figure 19 M-B Part Number A204 500 02 93 Location

With nothing to lose I decided to open up the electronics which is surprisingly mounted in the
motor case.

I also note that the motor on its own has part number: A204 540 07 88.

Figure 20 Attacking A204 540 07 88 with a hammer and chisel

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Figure 21 A204 540 07 88 with cover removed

It was obvious where the problem occurred as the heat had melted the solder joint.

Figure 22 Burnt Solder Joint in Corner of PCB

Resoldering did not fix the problem. Something else has failed completely and it is most likely a
power transistor used to control the electric motor. But as the car was needed back on the road
as soon as possible, it was deemed too difficult to reverse engineer the circuit and to diagnose the
faulty part/parts.

So now the only option is to replace either the whole assembly (A204 500 02 93) or just the
electronics and motor (A204 540 07 88).

12. Confirmation of Parts Number

An On-line search using
http://mb.ilcats.ru/part/class/1/ccode/1/cat/62P/type/204/subtype/008/group/50
confirmed the part number.
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Figure 23 Exploded Parts Diagram

Figure 24 Parts Diagram Legend and Part Number

“Комплектация:” means “Options:”

Figure 25 M4/7 Whole Assembly (A204 500 02 93)

13. Best On-Line Supplier of M4/7 with International

Shipping
ECS Tuning stated that it is not possible to purchase just the electronics and electric motor, but
only the whole assembly. They also stated that the part A204 500 02 93 has been superceded by
part A204 906 68 02.
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Figure 26 ECS Tuning Quote for Part A204 906 68 02

Figure 27 Reply From ECS Tuning Re Part A204 906 68 02

Figure 28 Order on ECS Tuning for Part A204 906 68 02 with International Shipping

Figure 29 US$698.25 is AU$753.58

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14. Item Received in Mail.
2014-05-21 Received new part number A204 906 68 02.

Figure 30 Part Number A204 906 68 02 on the Mercedes-Benz Carton and on the Fan Shroud

Figure 31 Front and Rear View of Part Number A204 906 68 02

Part Number A204 906 68 02 is identical to the superceded part A204 500 02 93

The electric motor and electronics in the replacement unit was manufactured by Brose and has
the same part number, A 204 540 07 88, as the burned out unit which was a Temic Brand.

Figure 32 Part Number A204 540 07 88 on Electronics and Electric Motor

15. Installation and STAR Test

Once installed a final test using STAR XEntry and Diagnostic Activation of the Motor
Electronics ‘CDID’ for the Combustion Engine ‘OM646’ showed perfect performance with full
fan speed on STAR command of 90% activation.
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Figure 33 STAR Diagnostic Activation of the Motor Electronics ‘CDID’ for the Combustion Engine ‘OM646’

16. Final Road Test

A final road test showed the engine temperature gauge after the engine had warmed up as steady
on 92°C. It remained steady on 92°C even after going up a steep hill for several kilometres and
also on the way down again. The downhill test proves that the thermostat is still working
perfectly even after slightly overheating with the burned out fan.

Figure 34 Engine Temperature Gauge in W204 C220 CDI After Warming Up

17. On-Line Supplier of Motor Only with International

Shipping
http://kleinanzeigen.ebay.de/anzeigen/s-anzeige/kuehlerluefter-elektromotor-fuer-mercedes-
benz-cls-diesel-amg/198480757-241-1494?ref=search

This eBay advertisement from Europe shows a used Electronics and Electric Motor dated 2011,
which was for a CLS Diesel AMG, but the part number is identical to mine (A204 540 07 88) so
I am prepared to take the chance and will repair my burned out fan assembly and keep it as a
spare.
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Figure 35 eBay Advertisement for Electronics and Electric Motor Part Number A204 540 07 88
Total cost is 160 + 30 = EU190 which converts to AU$284.

18. Conclusion
A faulty combustion engine and air conditioning with integrated control fan motor, designated
M4/7, was successfully diagnosed and replaced with a later model.

During the testing, the method of pulse width modulation as a means of motor speed control was
observed in action and the PWM control signal characteristics were identified and recorded and
will be useful to others with similar issues. My unusual results for the amplitude of the control
signals cannot be explained.

The part numbers for the whole assembly and for the electric motor with electronics were
identified and verified.

If you are in a similar situation it may be possible to source the electric motor only, rather than
the whole assembly, as shipping costs are significantly less for the motor only. The electric
motor is easily removed from the whole assembly.
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19. Annex: WIS AR20.40-P-5050CW
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