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Thank you for the comprehensive analysis. All of it is frustratingly logical. A private sale is the sole method to obtain what I believe it is worth, and I am not inclined to have the general public on my property. Indeed, reality may be harsh. I will likely retain it for an extended period unless the logistical issues escalate in Chateaux Fabes.

As an experienced salesman, I would not accept a margin of less than 3,000 on a 15,000 vehicle; even that seems somewhat constrained. Prior to initiating any negotiations or discounts, it is important to note that $3,000 is not a substantial amount. You initially incur VAT on the £3000 "profit" (which constitutes the VAT content, not inclusive of VAT), resulting in a £500 loss to taxation before any further deductions.Furthermore, if the engine malfunctions during the Pre-Delivery Inspection (PDI) necessitating the installation of a reconditioned unit at a cost of £3000, you ultimately realise no profit. Additionally, you are obligated to remit VAT on the entire £3000, as you cannot deduct any reconditioning expenses from your margin prior to taxation. Consequently, you would incur a loss of £500. Subsequently, you are responsible for the warranty payment, which may be seen as insurance ensuring that the vehicle you sell does not malfunction; if it does, ideally the warranty provider will cover the costs instead of you.It is not intended to safeguard the customer; rather, it is designed to protect the dealer. This amounts to several hundred, potentially more if it pertains to a high-end vehicle. Neglecting to identify a low or damaged tyre during your appraisal may result in an additional expense of three to four hundred dollars. Subsequently, you must compensate your technician, who charges between 40,000 and 50,000 annually, for the pre-delivery inspection and/or servicing, in addition to the cost of parts. The valet will want compensation, as would the administrative personnel and any other individuals associated with car sales. Additionally, there are the escalating business charges, attributed to Rachel. Heating, lighting, information technology, etc. Consider it from that perspective; on a favourable to mediocre transaction, one may be fortunate to net £1200 to £1500 on the lower end of a £3000 margin vehicle. Indeed, we occasionally acquire exceptional bargains on select vehicles that we may "procure." However, when considering those with concealed issues that failed to sell within the designated timeframe for various reasons and were subsequently traded, it becomes evident why a substantial margin is essential and why dealers frequently face insolvency. Incorporating the additional mandatory operational criteria of a primary dealership, such as showroom specifications, curated vehicle selection, coffee machines, and other amenities, exacerbates the situation. Few primary dealerships will service vehicles priced below £3000 on a car valued above £20,000. If you observe your former vehicle on the forecourt priced only slightly above what they paid you, it is likely they anticipate difficulty in selling it. Consequently, they may have incorporated a portion of the profit from the new car into its price to facilitate its sale. Alternatively, if it is near the end of a quarter or fiscal year, they might include part of the quarterly bonus in the pricing to secure the final deals necessary to meet targets.

The X1 is likely to remain, as is the E400; however, the E400 would be the one to be eliminated if.... We will likely navigate into the New Year to determine if it is a reflexive response to recent obstacles. However, a markup of £3,000 to £3,500 exceeds the expectations of the two individuals I consulted. The market for 3.5 V6 petrol vehicles may be stagnant.

I am not astonished by that margin. Preparation, correction, forecourt area, salesperson's commission, and warranty. The dealer's retail asking price of £15,000 does not represent the actual selling price. Indeed, dealers are lacking quality inventory; but, in my opinion, used vehicles do not sell rapidly during the winter season. Partly due to customers' prioritisation of other activities, and partly because the influx of year-end and new year vehicles saturates the used automobile market. The financial instability from last week is detrimental. Individuals are often unaware of the financial resources at their disposal. Upon returning from my break, I compiled a list of potential "next cars" to monitor. No dealer vehicle I am monitoring has been sold. However, a few private transactions occurred. Is there any possibility of locating a somebody within your network who requires a desirable X1 for £13,500? Would it pose an issue to list it on Autotrader for a few months?

In recent weeks, the household has frequently required a spacious car boot and/or a large back seat. We possess the X1, and it suffices for that purpose. However, it is the sole vehicle that my wife is willing to operate. She refuses to operate the AMG, which is understandable, and expresses dissatisfaction with the foot brake, the low seating position, and the visibility of the E400 coupe, among other grievances. It is not the vehicle, but the act of operating it. It may be time for a transformation. The retail price of the car ranges from £15,500 to £15,000. That is from a familiar local garage that exclusively sells SUVs and 4x4s, as well as a long-time acquaintance in Devon who sells vehicles at a lower price point. I enquired with each individuals independently, and they expressed confidence regarding that matter. However, neither queried about it. Excluding WBAC, estimates from Motorway, Carwow, a local automobile advertiser, and one from a distant location offering a potential replacement are all approximately £12,000 or marginally lower. I am aware of the cost range, necessary preparations, contingencies, and profit margins required by a dealer, yet that markup astonished me. In a period when traders report a scarcity of quality stocks, has anyone else recently had a comparable surprise? Have you encountered this? Ultimately, I understand that it pertains to the cost of change.

I concur. Schedule an appointment with a Kia dealership. You are not restricted to the original retailer; you may schedule an appointment at any location convenient to your daughter's university.

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The item remains under warranty; however, it is not convenient to return it to the dealer as my daughter is attending university away from home. I anticipated the existence of a 'common' issue, although thus far, I have not identified one.

My sole consideration is to return it to the individual who "repaired" it.

Greetings to everyone, Following several recommendations, we purchased my daughter a 2020 Kia Picanto 1.0 GT Line, believing it would be a pleasant and dependable vehicle for her. However, she has now encountered persistent troubles with the car failing to start and the immobiliser indicator remaining up. It will crank without issue, however it will not start when the light is illuminated. Interestingly, prior to the vehicle being taken to the dealership for repairs, it would start while the light was illuminated but not when it was off. The dealer substituted the ignition barrel and the immobiliser coil; both keys have had their batteries replaced, nevertheless it frequently fails to start. Typically, it will succeed if you wait and attempt again; however, the delay appears to be increasing progressively. My subsequent consideration is to substitute the 12v battery; but, given the rapid cranking of the engine, I find it difficult to ascertain why this would be the underlying issue. Has anyone else experienced something similar and have any recommendations?

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For the interest of clarification, I would want to clarify that the car was travelling at 40 mph, not 100 kph. I am uncertain how that discrepancy appeared in my first post. Thank you.

Indeed, that is precisely what transpired. Mercedes retained the vehicle for around three months, substituted the high-voltage battery under warranty, and returned it to me without providing any clarification regarding the underlying failure. They replaced two buckled wheels when I indicated that a road test had evidently not been conducted. I acknowledge that manufacturers frequently do not disclose internal reports; nonetheless, in this instance, the absence of information is especially concerning due to the vehicle's complete power failure, resulting in an immediate loss of both braking and steering assistance. Upon requesting clarification or simply fundamental confirmation of their beliefs regarding the events, I received no response. Considering the gravity of the breakdown and its resultant crash, it is challenging to regard "no comment" as an adequate answer. I am want to ascertain if others have encountered a similar incident, as the lack of transparency from Mercedes renders it impossible to determine whether this was an isolated defect or a broader safety concern.

A driver may be caught off guard if the assisted brakes and power steering abruptly become heavy while navigating a corner at high speed.

You stated in the previous thread that after the incident, MB retained the vehicle for three months before returning it to you, claiming they changed the HV battery under warranty but declined to disclose particular details about the original defect (they also replaced two buckled wheels). Regrettably, this is prevalent in warranty repairs; automobile manufacturers typically do not furnish any information or evidence. On a few times, I managed to obtain a photocopy of their internal report from the dealer (Vauxhall), but they are normally disinclined to comply with such requests. However, you have had the vehicle serviced under warranty. What is the current issue? Have you lost confidence in the vehicle? Is it related to money, and can it not be eliminated without suffering a loss? Et cetera.

To reiterate my previous argument, Mercedes did not address the issue about the reduction of brake and steering assistance. I enquired if they had evaluated the vehicle under same circumstances (i.e., an abrupt power failure), and naturally, they were unable to do so, therefore they only instructed me to return the automobile. I remain without an explanation and possess a vehicle that experienced a significant malfunction, which they have been unable to replicate or diagnose. I am seeking individuals who have encountered similar experiences, since it now appears to be a safety concern that has been overlooked.

One would assume that functional brakes following any engine failure (whether electric or internal combustion) would be a legal mandate, alongside steering capabilities. I assume that you were unable to brake or steer upon impact, which contradicts your assertion that the brakes and steering were merely heavy. Merely inquisitive!

Has anyone else experienced the EQC400 unexpectedly shutting down while in operation? I operate a Mercedes EQC400, and recently the vehicle abruptly lost power when I was travelling at approximately 100 km/h. Upon its cessation: The brakes became exceedingly cumbersome. The steering became exceedingly challenging. The car functioned as though a conventional petrol vehicle had stalled—it merely coasted till it collided. I am currently seeking to ascertain if others have encountered a similar experience. I observe numerous online remarks indicating that individuals have heard of similar occurrences, although I am finding it challenging to locate authentic first-hand reports. If you have experienced this issue or know someone who has, I would greatly appreciate information on its resolution—specifically, whether Mercedes diagnosed the problem, whether the vehicle was repaired, and whether any measures can be implemented to prevent recurrence. Thank you; any information would be greatly appreciated.

Thank you for your response. I am fairly certain it is the CIS system. It may be 280E rather than E280, but it is 1980. Thank you.

The 280E spanned two distinct generations. The W114 employed Bosch D Jetronic, whereas the W123 utilised Bosch K Jetronic. If your vehicle is equipped with D-Jet technology, seek an individual knowledgeable in this system; they may be specialists in Volkswagen or Volvo, as it was utilised in those brands. Any German automotive professional knowledgeable about 1980s vehicles, particularly those specialising in the Ford Capri (2.8i) or XR4i, will be familiar with this technology. If it is an E280, it will be from 1993 or later and will utilise Bosch Motronic fuel injection.

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Seeking a somebody in South Lincolnshire to examine a friend's E280 injection system. Thank you

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I consistently advocate for initiating with the utmost simplicity when addressing such challenges. Given its intermittent nature followed by a non-drivable issue, have you verified that all ground connections are secure and free from corrosion? There are numerous items in the new BMWs, including some located beneath the front carpeting. If it has been malfunctioning for some time, it may have become detached beyond its capacity to ground, or the vehicle may have experienced prior water intrusion, resulting in mild corrosion of the ground connection. A friend of mine with an X6M recently encountered a comparable issue. He took it to an independent mechanic who replaced numerous components without resolving the problem. I visited, lifted the front passenger carpet (the passenger side on a left-hand drive UK vehicle, near the A-pillar just south of the glove box), cleaned and tightened the three grounding points located there (the bottom two were corroded due to his wife leaving a window open, which soaked the passenger side years prior). After pressing the button, the vehicle started without any subsequent issues.

I consistently advocate for initiating with the utmost simplicity with such matters. Given the intermittent nature of the issue, which has escalated to a non-drivable problem, have you verified that all ground connections are secure and free from corrosion? There are numerous items in the new BMWs, including some located beneath the front carpeting. If it has been malfunctioning for an extended period, it may have become detached beyond its capacity to ground, or the vehicle may have experienced prior water intrusion, resulting in mild corrosion of the ground connection. A friend of mine with an X6M recently encountered a comparable problem. He took it to an independent mechanic who replaced numerous components without success. I visited, lifted the front passenger carpet (the passenger side on a left-hand drive UK vehicle, near the A-pillar just south of the glove box), cleaned and secured the three grounding points located beneath it (the bottom two were corroded due to his wife leaving a window open, which soaked the passenger side years prior). After addressing this, I pressed the button, and it started immediately—there have been no issues since.