\nDDTSB is growing again \u2013 this time with 209 brand-new TSBs<\/strong> and 122 updates<\/strong>, all based on real hotline cases and real-world diagnostics from workshops across Europe.<\/p>\n
Below are three strong and technically relevant examples from the newest uploads.<\/strong><\/h4>\nExample 1. VAG Bosch 3 Pin Common Rail Injector With NCC<\/h2>\n
![\"\"](\"https:\/\/www.diagnosedan.com\/wp-content\/uploads\/2026\/06\/13341-1024x689.jpg\")
<\/p>\n
Vehicles affected<\/h3>\n
This fault pattern is seen on VAG diesel vehicles from around 2020 to 2026 fitted with:<\/p>\n
\n- EA288 EVO diesel engines<\/li>\n
- EA897 Gen 3 diesel engines<\/li>\n
- Bosch 3 pin common rail solenoid injectors with Needle Closing Control, NCC<\/li>\n<\/ul>\n
Although this injector type was introduced earlier, many aftermarket workshops are only now starting to see these vehicles with higher mileage. According to our Hotline, this technology is still new to many technicians in daily workshop diagnosis.<\/p>\n
Common symptoms<\/h3>\n
A faulty Bosch 3 pin common rail injector with NCC can cause several driveability and emissions related symptoms, including:<\/p>\n
\n- MIL on<\/li>\n
- Uneven idle or rough running<\/li>\n
- Intermittent injector malfunction<\/li>\n
- Injector deviation values changing suddenly<\/li>\n
- Failed DPF regeneration<\/li>\n
- Extended crank time on first start-up<\/li>\n
- One or more injector circuit fault codes<\/li>\n<\/ul>\n
Common fault codes include:<\/p>\n
\n- P020100, Injector Circuit cylinder 1<\/li>\n
- P020200, Injector Circuit cylinder 2<\/li>\n
- P020300, Injector Circuit cylinder 3<\/li>\n
- P020400, Injector Circuit cylinder 4<\/li>\n<\/ul>\n
Why this injector is different<\/h3>\n
At first glance, the fault may look like a normal injector circuit problem. But this injector is not a standard 2 pin solenoid injector.<\/p>\n
The Bosch NCC injector is still operated by a solenoid valve, but it also has a piezo sensor built into the injector body. This sensor detects when the injector needle actually closes, and the ECU uses that feedback to correct injection timing and injection duration while the engine is running.<\/p>\n
A normal solenoid injector usually has 2 pins. This injector has 3 pins:<\/p>\n
\n- Pin 1 and pin 3 are used for the solenoid side of the injector<\/li>\n
- Pin 2 is used for the needle closing feedback signal to the ECU<\/li>\n<\/ul>\n
This makes it a closed-loop common rail solenoid injector with integrated needle-closing feedback.<\/p>\n
Depending on operating conditions, these injectors can perform up to 9 injections per operating cycle. Up to 3 pilot injections can be used for smooth running, and during DPF regeneration up to 5 post injections may be used.
\n![\"\"](\"https:\/\/www.diagnosedan.com\/wp-content\/uploads\/2026\/06\/Bosch-3-pin-injector.jpg\")
<\/p>\n
Underlying cause of problems<\/h3>\n
The common failure is an intermittent internal electrical fault inside the injector.<\/p>\n
The fault can be in the solenoid side, but it can also be inside the piezo feedback sensor. If the feedback signal is incorrect, the ECU receives wrong information about the needle closing event and may adjust the injection duration in the wrong direction.<\/p>\n
This can result in rough idle, injector deviation spikes, injector circuit fault codes, long crank time and DPF regeneration problems.<\/p>\n
Why diagnosis can be difficult<\/h3>\n
The fault can come and go. Injector deviation values may be outside the limit one moment and normal the next.<\/p>\n
The fault code may say injector circuit, but it does not tell you whether the problem is caused by the solenoid side, the wiring, the ECU control or the internal feedback sensor.<\/p>\n
That is why this injector should not be tested like a normal 2-pin injector only.<\/p>\n
Practical diagnostic approach<\/h3>\n
The first step is to recognise the injector type by checking the connector.<\/p>\n
If it has 3 pins, the feedback circuit must be included in the diagnosis. This is where many normal injector test routines are not enough.<\/p>\n
In DDTSB No. 13341, we explain the function of the Bosch NCC injector and show how the fault can be confirmed with real workshop measurements.<\/p>\n
The bulletin includes scan tool values, deviation examples, resistance checks, PicoScope measurements and feedback signal examples during ignition on, idle and wide open throttle.<\/p>\n
The point is not just to replace the injector because a P020 code is stored.<\/p>\n
The point is to compare the suspect injector against a known good pattern and make a safer decision before replacing parts.<\/p>\n
![\"\"](\"https:\/\/www.diagnosedan.com\/wp-content\/uploads\/2026\/06\/13341-overview-1024x618.jpg\")
<\/p>\n
<\/p>\n
<\/p>\n
Example 2. Mercedes Benz ML, GL and GLE Class 166 SAM Diagnosis<\/h2>\nVehicle and Symptoms<\/h3>\n
Mercedes Benz ML, GL and GLE Class 166 from 2012 to 2019.<\/p>\n
\n- The engine will not start.<\/li>\n
- Some lights may illuminate even when the ignition is not switched on.<\/li>\n
- The vehicle can also have many communication faults stored.<\/li>\n<\/ul>\n
Typical fault codes are:<\/strong><\/p>\nB21F200. Status Terminal 15 is unlikely.
\nB229D97. The control unit has a malfunction. System functionality is limited.
\nC14100. Communication with the front signal detection and activation module has malfunctioned.
\nC42700. Improbable data was received from the electronic ignition switch.
\nU010000. Communication with the engine control unit has malfunctioned.<\/p>\n
There can also be a long list of extra U codes stored in different control units.
\n![\"\"](\"https:\/\/www.diagnosedan.com\/wp-content\/uploads\/2026\/06\/DDTSB-front-1024x465.jpg\")
<\/p>\n
Initial Thoughts<\/h3>\n
It is always a tough decision to condemn a control module.\u00a0It is even harder when the suspected module is a SAM. The SAM is not just a simple fuse box. It is part of the supply control, relay activation and communication network.\u00a0So before replacing a SAM, the diagnosis has to be solid.<\/p>\n
This fault can easily push you in the wrong direction. The symptoms can look very similar to a faulty ignition switch (N73), and that is already a known common issue on these vehicles.<\/p>\n
The scan report can also look very long. There can be fault codes for engine ECU communication, transmission communication, ESP communication, ignition lock communication, Parktronic, air conditioning, instrument cluster, steering column module and more. It usually means a large part of the car is missing the voltage supply it needs.
\n![\"\"](\"https:\/\/www.diagnosedan.com\/wp-content\/uploads\/2026\/06\/13478_1-1024x468.jpg\")
<\/p>\n
System Overview<\/h3>\n
The important components in this case are:<\/p>\n
Electronic ignition switch N73.
\nFront central electronics SAM N10.
\nMain fuse box F33 under the passenger seat.
\nIntegrated relay K1 inside fuse box F33.
\nCabin fuse box F32 slash 4 in front of the passenger seat.<\/p>\n
The problem is that SAM N10 can fail in a way where it no longer activates relay K1 in fuse box F33.<\/p>\n
Relay K1 is a double relay. It supplies fuses in the F33 fuse box.<\/p>\n
When this relay is not activated, a large part of the vehicle loses power supply. Then the vehicle stores many communication faults and the engine may not start.
\n![\"\"](\"https:\/\/www.diagnosedan.com\/wp-content\/uploads\/2026\/06\/13478_2-1024x375.jpg\")
<\/p>\n
Challenges in Diagnosis<\/h3>\n
The first challenge is the amount of fault codes.<\/p>\n
A full scan can make it look like half the car has failed. That is where you need to stop and look for the common cause.<\/p>\n
Another challenge is understanding the process between N73, relay K1, SAM N10 and fuse box F33. If you are not familiar with Mercedes, you can easily go through 30 to 35 pages of wiring information just to understand the supply path.<\/p>\n
That has now been boiled down into DDTSB No. 13478.<\/p>\n
Practical Solution<\/h3>\n
This is the part where guessing must stop.<\/p>\n
Before replacing the SAM N10, the supply path has to be proven step by step. The fault pattern can look like a bad ignition switch, a relay issue, a CAN problem or a dead module, depending on which fault codes you focus on first.<\/p>\n
In DDTSB No. 13478, the diagnosis is boiled down to a practical measurement procedure.<\/p>\n
The test route follows the logic between the ignition switch N73, SAM N10, relay K1 and fuse box F33.<\/p>\n
The goal is simple.<\/p>\n
Confirm if the SAM has what it needs.<\/p>\n
Confirm if the relay side reacts correctly.<\/p>\n
Confirm where the voltage supply stops.<\/p>\n
Confirm the CAN and power supply condition before any module is condemned.<\/p>\n
This makes the decision to replace the SAM much safer. You are not replacing it because the scan report looks bad. You are replacing it because the measurement procedure confirms that it can no longer activate the supply path correctly.<\/p>\n
After replacement, the SAM must be coded and programmed as required.<\/p>\n
The complete step by step test procedure is available in DDTSB No. 13478.
\n![\"\"](\"https:\/\/www.diagnosedan.com\/wp-content\/uploads\/2026\/06\/DDTSB-search-1024x465.jpg\")
<\/p>\n
<\/h2>\nExample 3. Renault Twingo III No Start and No ECU Communication
\n![\"\"](\"https:\/\/www.diagnosedan.com\/wp-content\/uploads\/2026\/06\/Renault-twingo-DDTSB-1024x464.jpg\")
<\/h2>\nVehicle and Symptoms<\/h3>\n
Renault Twingo III from 2014 to 2019 with 1.0 TCe H4D 400 engine.<\/p>\n
\n- The engine has stalled and will not start again.<\/li>\n
- The starter motor is not activated.<\/li>\n
- The MIL flashes.<\/li>\n
- There is no diagnostic communication with the ECU.<\/li>\n<\/ul>\n
Initial Thoughts<\/h3>\n
When a vehicle will not start and the tester cannot communicate, the normal diagnostic routine is blocked right away.<\/p>\n
\n- No scan report.<\/li>\n
- No fault code direction.<\/li>\n
- No quick overview of which modules are online.<\/li>\n<\/ul>\n
You have to start with the basics. Power supply, grounds and communication.<\/p>\n
After some time in the diagnostic process, you may find that the engine control unit is missing a 12 volt supply. That gives you a direction.<\/p>\n
But then the next challenge appears.<\/p>\n
If fuse F05 is blown, it does not only supply one component. It supplies 6 components in total. In theory, any one of these components or wiring branches can be the reason why the fuse has blown.<\/p>\n
That is where this type of case can take several hours in the workshop.<\/p>\n
Challenges in Diagnosis<\/h3>\n
The first challenge is that there may be no fault codes available.<\/p>\n
The tester cannot communicate with the vehicle, so you cannot search the fault by DTC.<\/p>\n
The second challenge is that the fault can be intermittent.<\/p>\n
The vehicle may fail once, then work again later. This makes it easy to lose the fault while testing.<\/p>\n
The third challenge is fuse F05.<\/p>\n
When a fuse supplies several components, the fuse itself is only the result. It is not the diagnosis.<\/p>\n
You still need to know which component or circuit is the most likely cause, and how to isolate the fault in the right order.
\n![\"\"](\"https:\/\/www.diagnosedan.com\/wp-content\/uploads\/2026\/06\/13333_2-1024x502.jpg\")
<\/p>\n
Why This TSB Matters<\/h2>\n
This is exactly the kind of case where a symptom based TSB saves time.<\/p>\n
The technician may find the missing 12 volt supply, but the next question is which component or wiring branch is pulling fuse F05 down.<\/p>\n
In DDTSB No. 13333, the diagnostic path is based on a real workshop case and boiled down into a practical test direction.<\/p>\n
The point is not just to replace the fuse.<\/p>\n
The point is to find why the fuse failed and isolate the fault without wasting hours.<\/p>\n
How to Find This Bulletin in the Portal<\/h3>\n
This case may not be easy to find by fault code, because fault code reading may not be possible.<\/p>\n
In that situation, use the predefined symptom search in the DDTSB portal.<\/strong><\/p>\nSelect the symptom:<\/p>\n
Engine. Starting problems.<\/p>\n
With that symptom selected, this type of TSB information will appear in the program.<\/p>\n
DDTSB number. 13333.<\/p>\n
![\"\"](\"https:\/\/www.diagnosedan.com\/wp-content\/uploads\/2026\/06\/REnault-Twingo-Search-1024x534.jpg\")
<\/p>\n
Want more real life cases?<\/h3>\n
If you enjoy stories like these and want to see the work that goes on behind the scenes at DDTSB, make sure to subscribe to our new YouTube channel. There we share more case stories, diagnostic tips and repair insights straight from the workshop floor.<\/p>\n
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<\/a><\/p>\nhttps:\/\/www.youtube.com\/@DDTSB<\/a><\/p>\n\ud83d\ude80 Maximize Your Workshop\u2019s Potential with DDTSB<\/h2>\n
Gain access to:<\/strong><\/p>\nThousands of exclusive aftermarket TSBs<\/strong><\/p>\nReal-world fixes from one of Europe\u2019s largest hotline centers<\/strong><\/p>\nFaster diagnostics, smarter repairs, and higher profitability<\/p>\n
\u23f1\ufe0fTime is money. Save both with \u00a0DDTSB<\/a><\/h3>\nFollow us on:
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<\/a><\/h3>","protected":false},"excerpt":{"rendered":"Newly Uploaded TSBs \u2013 April\/May 2026 Stay ahead of the curve with the latest Technical Service Bulletins (TSBs) added in the past month. DDTSB is growing again \u2013 this time with 209 brand-new TSBs and 122 updates, all based on real hotline cases and real-world diagnostics from workshops across Europe. Below are three strong and 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Newly Uploaded TSBs \u2013 April\/May 2026 - DiagnoseDan<\/title>\n<meta name=\"description\" content=\"New DDTSB update with 209 new TSBs and 122 updates. See real workshop cases on VAG NCC injectors, Mercedes SAM diagnosis and Renault no start faults.\" \/>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" href=\"https:\/\/www.diagnosedan.com\/de\/newly-uploaded-tsbs-april-may-2026\/\" \/>\n<meta property=\"og:locale\" content=\"de_DE\" \/>\n<meta property=\"og:type\" content=\"article\" \/>\n<meta property=\"og:title\" content=\"Newly Uploaded TSBs \u2013 April\/May 2026 - DiagnoseDan\" \/>\n<meta property=\"og:description\" content=\"New DDTSB update with 209 new TSBs and 122 updates. 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See real workshop cases on VAG NCC injectors, Mercedes SAM diagnosis and Renault no start faults.","breadcrumb":{"@id":"https:\/\/www.diagnosedan.com\/newly-uploaded-tsbs-april-may-2026\/#breadcrumb"},"inLanguage":"de","potentialAction":[{"@type":"ReadAction","target":["https:\/\/www.diagnosedan.com\/newly-uploaded-tsbs-april-may-2026\/"]}]},{"@type":"ImageObject","inLanguage":"de","@id":"https:\/\/www.diagnosedan.com\/newly-uploaded-tsbs-april-may-2026\/#primaryimage","url":"https:\/\/www.diagnosedan.com\/wp-content\/uploads\/2026\/06\/DDTSB-upload-may.jpg","contentUrl":"https:\/\/www.diagnosedan.com\/wp-content\/uploads\/2026\/06\/DDTSB-upload-may.jpg","width":1916,"height":1062},{"@type":"BreadcrumbList","@id":"https:\/\/www.diagnosedan.com\/newly-uploaded-tsbs-april-may-2026\/#breadcrumb","itemListElement":[{"@type":"ListItem","position":1,"name":"Home","item":"https:\/\/www.diagnosedan.com\/"},{"@type":"ListItem","position":2,"name":"Newly Uploaded TSBs \u2013 April\/May 2026"}]},{"@type":"WebSite","@id":"https:\/\/www.diagnosedan.com\/#website","url":"https:\/\/www.diagnosedan.com\/","name":"DiagnoseDan","description":"","publisher":{"@id":"https:\/\/www.diagnosedan.com\/#organization"},"potentialAction":[{"@type":"SearchAction","target":{"@type":"EntryPoint","urlTemplate":"https:\/\/www.diagnosedan.com\/?s={search_term_string}"},"query-input":{"@type":"PropertyValueSpecification","valueRequired":true,"valueName":"search_term_string"}}],"inLanguage":"de"},{"@type":"Organization","@id":"https:\/\/www.diagnosedan.com\/#organization","name":"DiagnoseDan","url":"https:\/\/www.diagnosedan.com\/","logo":{"@type":"ImageObject","inLanguage":"de","@id":"https:\/\/www.diagnosedan.com\/#\/schema\/logo\/image\/","url":"https:\/\/www.diagnosedan.com\/wp-content\/uploads\/2022\/10\/logo.svg","contentUrl":"https:\/\/www.diagnosedan.com\/wp-content\/uploads\/2022\/10\/logo.svg","width":100,"height":100,"caption":"DiagnoseDan"},"image":{"@id":"https:\/\/www.diagnosedan.com\/#\/schema\/logo\/image\/"},"sameAs":["https:\/\/www.facebook.com\/diagnoseDan"]},{"@type":"Person","@id":"https:\/\/www.diagnosedan.com\/#\/schema\/person\/c5706f4aa16be4a949931ca20471064b","name":"Martin M\u00f8ller"}]}},"_links":{"self":[{"href":"https:\/\/www.diagnosedan.com\/de\/wp-json\/wp\/v2\/posts\/4007","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/www.diagnosedan.com\/de\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/www.diagnosedan.com\/de\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/www.diagnosedan.com\/de\/wp-json\/wp\/v2\/users\/4"}],"replies":[{"embeddable":true,"href":"https:\/\/www.diagnosedan.com\/de\/wp-json\/wp\/v2\/comments?post=4007"}],"version-history":[{"count":13,"href":"https:\/\/www.diagnosedan.com\/de\/wp-json\/wp\/v2\/posts\/4007\/revisions"}],"predecessor-version":[{"id":4032,"href":"https:\/\/www.diagnosedan.com\/de\/wp-json\/wp\/v2\/posts\/4007\/revisions\/4032"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/www.diagnosedan.com\/de\/wp-json\/wp\/v2\/media\/4031"}],"wp:attachment":[{"href":"https:\/\/www.diagnosedan.com\/de\/wp-json\/wp\/v2\/media?parent=4007"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/www.diagnosedan.com\/de\/wp-json\/wp\/v2\/categories?post=4007"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/www.diagnosedan.com\/de\/wp-json\/wp\/v2\/tags?post=4007"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}
<\/p>\nAlthough this injector type was introduced earlier, many aftermarket workshops are only now starting to see these vehicles with higher mileage. According to our Hotline, this technology is still new to many technicians in daily workshop diagnosis.<\/p>\n
Common symptoms<\/h3>\n
A faulty Bosch 3 pin common rail injector with NCC can cause several driveability and emissions related symptoms, including:<\/p>\n
- \n
- MIL on<\/li>\n
- Uneven idle or rough running<\/li>\n
- Intermittent injector malfunction<\/li>\n
- Injector deviation values changing suddenly<\/li>\n
- Failed DPF regeneration<\/li>\n
- Extended crank time on first start-up<\/li>\n
- One or more injector circuit fault codes<\/li>\n<\/ul>\n
Common fault codes include:<\/p>\n
- \n
- P020100, Injector Circuit cylinder 1<\/li>\n
- P020200, Injector Circuit cylinder 2<\/li>\n
- P020300, Injector Circuit cylinder 3<\/li>\n
- P020400, Injector Circuit cylinder 4<\/li>\n<\/ul>\n
Why this injector is different<\/h3>\n
At first glance, the fault may look like a normal injector circuit problem. But this injector is not a standard 2 pin solenoid injector.<\/p>\n
The Bosch NCC injector is still operated by a solenoid valve, but it also has a piezo sensor built into the injector body. This sensor detects when the injector needle actually closes, and the ECU uses that feedback to correct injection timing and injection duration while the engine is running.<\/p>\n
A normal solenoid injector usually has 2 pins. This injector has 3 pins:<\/p>\n
- \n
- Pin 1 and pin 3 are used for the solenoid side of the injector<\/li>\n
- Pin 2 is used for the needle closing feedback signal to the ECU<\/li>\n<\/ul>\n
This makes it a closed-loop common rail solenoid injector with integrated needle-closing feedback.<\/p>\n
Depending on operating conditions, these injectors can perform up to 9 injections per operating cycle. Up to 3 pilot injections can be used for smooth running, and during DPF regeneration up to 5 post injections may be used.
\n<\/p>\nUnderlying cause of problems<\/h3>\n
The common failure is an intermittent internal electrical fault inside the injector.<\/p>\n
The fault can be in the solenoid side, but it can also be inside the piezo feedback sensor. If the feedback signal is incorrect, the ECU receives wrong information about the needle closing event and may adjust the injection duration in the wrong direction.<\/p>\n
This can result in rough idle, injector deviation spikes, injector circuit fault codes, long crank time and DPF regeneration problems.<\/p>\n
Why diagnosis can be difficult<\/h3>\n
The fault can come and go. Injector deviation values may be outside the limit one moment and normal the next.<\/p>\n
The fault code may say injector circuit, but it does not tell you whether the problem is caused by the solenoid side, the wiring, the ECU control or the internal feedback sensor.<\/p>\n
That is why this injector should not be tested like a normal 2-pin injector only.<\/p>\n
Practical diagnostic approach<\/h3>\n
The first step is to recognise the injector type by checking the connector.<\/p>\n
If it has 3 pins, the feedback circuit must be included in the diagnosis. This is where many normal injector test routines are not enough.<\/p>\n
In DDTSB No. 13341, we explain the function of the Bosch NCC injector and show how the fault can be confirmed with real workshop measurements.<\/p>\n
The bulletin includes scan tool values, deviation examples, resistance checks, PicoScope measurements and feedback signal examples during ignition on, idle and wide open throttle.<\/p>\n
The point is not just to replace the injector because a P020 code is stored.<\/p>\n
The point is to compare the suspect injector against a known good pattern and make a safer decision before replacing parts.<\/p>\n
<\/p>\n<\/p>\n
<\/p>\n
Example 2. Mercedes Benz ML, GL and GLE Class 166 SAM Diagnosis<\/h2>\n
Vehicle and Symptoms<\/h3>\n
Mercedes Benz ML, GL and GLE Class 166 from 2012 to 2019.<\/p>\n
- \n
- The engine will not start.<\/li>\n
- Some lights may illuminate even when the ignition is not switched on.<\/li>\n
- The vehicle can also have many communication faults stored.<\/li>\n<\/ul>\n
Typical fault codes are:<\/strong><\/p>\n
B21F200. Status Terminal 15 is unlikely.
\nB229D97. The control unit has a malfunction. System functionality is limited.
\nC14100. Communication with the front signal detection and activation module has malfunctioned.
\nC42700. Improbable data was received from the electronic ignition switch.
\nU010000. Communication with the engine control unit has malfunctioned.<\/p>\nThere can also be a long list of extra U codes stored in different control units.
\n<\/p>\nInitial Thoughts<\/h3>\n
It is always a tough decision to condemn a control module.\u00a0It is even harder when the suspected module is a SAM. The SAM is not just a simple fuse box. It is part of the supply control, relay activation and communication network.\u00a0So before replacing a SAM, the diagnosis has to be solid.<\/p>\n
This fault can easily push you in the wrong direction. The symptoms can look very similar to a faulty ignition switch (N73), and that is already a known common issue on these vehicles.<\/p>\n
The scan report can also look very long. There can be fault codes for engine ECU communication, transmission communication, ESP communication, ignition lock communication, Parktronic, air conditioning, instrument cluster, steering column module and more. It usually means a large part of the car is missing the voltage supply it needs.
\n<\/p>\nSystem Overview<\/h3>\n
The important components in this case are:<\/p>\n
Electronic ignition switch N73.
\nFront central electronics SAM N10.
\nMain fuse box F33 under the passenger seat.
\nIntegrated relay K1 inside fuse box F33.
\nCabin fuse box F32 slash 4 in front of the passenger seat.<\/p>\nThe problem is that SAM N10 can fail in a way where it no longer activates relay K1 in fuse box F33.<\/p>\n
Relay K1 is a double relay. It supplies fuses in the F33 fuse box.<\/p>\n
When this relay is not activated, a large part of the vehicle loses power supply. Then the vehicle stores many communication faults and the engine may not start.
\n<\/p>\nChallenges in Diagnosis<\/h3>\n
The first challenge is the amount of fault codes.<\/p>\n
A full scan can make it look like half the car has failed. That is where you need to stop and look for the common cause.<\/p>\n
Another challenge is understanding the process between N73, relay K1, SAM N10 and fuse box F33. If you are not familiar with Mercedes, you can easily go through 30 to 35 pages of wiring information just to understand the supply path.<\/p>\n
That has now been boiled down into DDTSB No. 13478.<\/p>\n
Practical Solution<\/h3>\n
This is the part where guessing must stop.<\/p>\n
Before replacing the SAM N10, the supply path has to be proven step by step. The fault pattern can look like a bad ignition switch, a relay issue, a CAN problem or a dead module, depending on which fault codes you focus on first.<\/p>\n
In DDTSB No. 13478, the diagnosis is boiled down to a practical measurement procedure.<\/p>\n
The test route follows the logic between the ignition switch N73, SAM N10, relay K1 and fuse box F33.<\/p>\n
The goal is simple.<\/p>\n
Confirm if the SAM has what it needs.<\/p>\n
Confirm if the relay side reacts correctly.<\/p>\n
Confirm where the voltage supply stops.<\/p>\n
Confirm the CAN and power supply condition before any module is condemned.<\/p>\n
This makes the decision to replace the SAM much safer. You are not replacing it because the scan report looks bad. You are replacing it because the measurement procedure confirms that it can no longer activate the supply path correctly.<\/p>\n
After replacement, the SAM must be coded and programmed as required.<\/p>\n
The complete step by step test procedure is available in DDTSB No. 13478.
\n<\/p>\n<\/h2>\n
Example 3. Renault Twingo III No Start and No ECU Communication
\n<\/h2>\nVehicle and Symptoms<\/h3>\n
Renault Twingo III from 2014 to 2019 with 1.0 TCe H4D 400 engine.<\/p>\n
- \n
- The engine has stalled and will not start again.<\/li>\n
- The starter motor is not activated.<\/li>\n
- The MIL flashes.<\/li>\n
- There is no diagnostic communication with the ECU.<\/li>\n<\/ul>\n
Initial Thoughts<\/h3>\n
When a vehicle will not start and the tester cannot communicate, the normal diagnostic routine is blocked right away.<\/p>\n
- \n
- No scan report.<\/li>\n
- No fault code direction.<\/li>\n
- No quick overview of which modules are online.<\/li>\n<\/ul>\n
You have to start with the basics. Power supply, grounds and communication.<\/p>\n
After some time in the diagnostic process, you may find that the engine control unit is missing a 12 volt supply. That gives you a direction.<\/p>\n
But then the next challenge appears.<\/p>\n
If fuse F05 is blown, it does not only supply one component. It supplies 6 components in total. In theory, any one of these components or wiring branches can be the reason why the fuse has blown.<\/p>\n
That is where this type of case can take several hours in the workshop.<\/p>\n
Challenges in Diagnosis<\/h3>\n
The first challenge is that there may be no fault codes available.<\/p>\n
The tester cannot communicate with the vehicle, so you cannot search the fault by DTC.<\/p>\n
The second challenge is that the fault can be intermittent.<\/p>\n
The vehicle may fail once, then work again later. This makes it easy to lose the fault while testing.<\/p>\n
The third challenge is fuse F05.<\/p>\n
When a fuse supplies several components, the fuse itself is only the result. It is not the diagnosis.<\/p>\n
You still need to know which component or circuit is the most likely cause, and how to isolate the fault in the right order.
\n<\/p>\nWhy This TSB Matters<\/h2>\n
This is exactly the kind of case where a symptom based TSB saves time.<\/p>\n
The technician may find the missing 12 volt supply, but the next question is which component or wiring branch is pulling fuse F05 down.<\/p>\n
In DDTSB No. 13333, the diagnostic path is based on a real workshop case and boiled down into a practical test direction.<\/p>\n
The point is not just to replace the fuse.<\/p>\n
The point is to find why the fuse failed and isolate the fault without wasting hours.<\/p>\n
How to Find This Bulletin in the Portal<\/h3>\n
This case may not be easy to find by fault code, because fault code reading may not be possible.<\/p>\n
In that situation, use the predefined symptom search in the DDTSB portal.<\/strong><\/p>\n
Select the symptom:<\/p>\n
Engine. Starting problems.<\/p>\n
With that symptom selected, this type of TSB information will appear in the program.<\/p>\n
DDTSB number. 13333.<\/p>\n
<\/p>\nWant more real life cases?<\/h3>\n
If you enjoy stories like these and want to see the work that goes on behind the scenes at DDTSB, make sure to subscribe to our new YouTube channel. There we share more case stories, diagnostic tips and repair insights straight from the workshop floor.<\/p>\n
<\/a><\/p>\nhttps:\/\/www.youtube.com\/@DDTSB<\/a><\/p>\n
\ud83d\ude80 Maximize Your Workshop\u2019s Potential with DDTSB<\/h2>\n
Gain access to:<\/strong><\/p>\n
Thousands of exclusive aftermarket TSBs<\/strong><\/p>\n
Real-world fixes from one of Europe\u2019s largest hotline centers<\/strong><\/p>\n
Faster diagnostics, smarter repairs, and higher profitability<\/p>\n
\u23f1\ufe0fTime is money. Save both with \u00a0DDTSB<\/a><\/h3>\n
Follow us on:
\n<\/a><\/a><\/h3>","protected":false},"excerpt":{"rendered":"Newly Uploaded TSBs \u2013 April\/May 2026 Stay ahead of the curve with the latest Technical Service Bulletins (TSBs) added in the past month. DDTSB is growing again \u2013 this time with 209 brand-new TSBs and 122 updates, all based on real hotline cases and real-world diagnostics from workshops across Europe. 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Newly Uploaded TSBs \u2013 April\/May 2026 - DiagnoseDan<\/title>\n<meta name=\"description\" content=\"New DDTSB update with 209 new TSBs and 122 updates. See real workshop cases on VAG NCC injectors, Mercedes SAM diagnosis and Renault no start faults.\" \/>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" href=\"https:\/\/www.diagnosedan.com\/de\/newly-uploaded-tsbs-april-may-2026\/\" \/>\n<meta property=\"og:locale\" content=\"de_DE\" \/>\n<meta property=\"og:type\" content=\"article\" \/>\n<meta property=\"og:title\" content=\"Newly Uploaded TSBs \u2013 April\/May 2026 - DiagnoseDan\" \/>\n<meta property=\"og:description\" content=\"New DDTSB update with 209 new TSBs and 122 updates. 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