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Indeed, it was cleverly concealed within another article! Apologies.

Where might I have encountered that? 🤔

Thank you, but I am uncertain if you noticed that both I and the vehicle are located in France. Since 2021, the transportation of goods between France and the UK has become more complex than it was previously. Value Added Tax and import duty are required when goods cross the borders in both directions. Additionally, a handling fee applies.

Because it is a highly unpredictable endeavour. Indeed, it may be successful, but I prefer to accomplish the task in a single attempt.

WDC1631542A327127 What is the significance of that change?

Examine the Brakes International website using the registration number; they provide exceptional refurbishments. They also accept the old callipers as a trade-in. All postage has been covered.

Why do you not drill out the broken nipple? Significantly more economical than substituting the calliper.

What is your complete chassis number?

Greetings, I have recently joined in the hope that someone can assist with a problem. The automobile is a 2002 ML320, with a VIN concluding in A327127. The vehicle is equipped with Brembo callipers on all sides; however, I have broken the bleed nipples on both rear callipers and wish to replace them. Parts fiches indicate a part number alteration at VIN A343161; however, suppliers of new components only reflect a change at VIN A289560, coinciding with the transition to Brembo brakes. From A289560 to A343161, the rear right calliper has a Brembo part number A1634230198; beyond A343161, it changes to A1634230898. A comparable alteration exists for the left side. Is this merely a minor alteration, involving components sourced from a different Brembo facility, slight modifications in shape, etc., or is it a significant change? My primary concern is whether these two versions of the Brembo rear calliper are interchangeable. Can anyone assist?

Regrettably, it might be attributed to various factors, and the potential explanations are numerous without direct observation. It may be crank pressure. It is possible that with only 1.5 litres of oil in the vehicle, the oil in the turbocharger has been degraded, resulting in a blockage of the drain line. The unlubricated turbo may have compromised the turbine side seals. It is often more economical to rebuild or replace a turbocharger than to pursue seal leak repairs, as seen in nine out of ten instances. If the pressure is sufficiently high to expel oil from the hot side, I would also anticipate observing leaks from the valve covers or the rear main seal.

Could this possibly elucidate the absence of suction on my oil cap? It is said online that white smoke will emanate from the oil fill hole with the engine running if the PCV is defective; however, I am not observing any smoke.

Thank you for your excellent response, my friend.

If the crankcase pressure is sufficiently elevated to obstruct the oil drain line or induce back pressure through it, it is not uncommon for a leak on the turbine side to occur as a result of crankcase pressure stemming from a severely compromised PCV system.

The PCV system will not function as the PCV is located on the intake side, resulting in oil accumulation within the intercooler and intake manifold prior to combustion in the cylinders. The presence of grease on the exhaust side indicates a malfunctioning turbocharger.

This response is excellent. Does this appear to be a turbo seal or PCV issue? I am uncertain if there is an excessive amount of oil, but it feels excessive to me.

The play in the shaft is attributable to the bearings, not the seals. The seals may deteriorate while the bearings remain in satisfactory condition. The compressor side seal may remain in satisfactory condition while the turbine side seal, leading to the exhaust, has deteriorated significantly. If there are significant quantities of oil in the exhaust, it is unlikely to be due to PCV blow-by and may indeed explain the initial depletion of engine oil.

Greetings I require assistance in determining the next steps to take, if someone could provide advise on this matter. The car's low oil pressure issue has been resolved, since it contained only 1.5 litres of oil. New oil and a filter have rectified the problem. The DPF readings on live data where at 25 so thats getting blocked up along with EGR codes in the system so the customer wants the DPF pulled out, on approach to pulling the DPF off, I have observed gobs of oil from the turbo. There is no play in the turbine; the car was boosting adequately until low-pressure error codes appeared. The turbo intake side is not oily, which leads me to question whether the issue is with the turbo oil seals or the PCV system. With the engine running and the oil cap removed, I am not observing any suction from the oil fill opening, which suggests that the issue may be related to the PCV system. Aim to prevent haphazardly discarding components. Thank you.

I responded as quickly as possible; yet, my apprehension is increasing.

increasing the presence of these bots here

What an abysmal bot!

Uncertainty regarding INPA in relation to new generation vehicles may exist. I utilise the Autel Pro 2 Elite and must connect to the server to perform specific resets and updates. The increment wheel adaptation is available in its options, which I am aware of as I have previously executed it.

Thank you for your response, TDudette. Following your feedback, I began to research the timing subsequent to the flywheel replacement. I encountered the following: “After substituting the flywheel on a B38 engine, it is imperative to execute a re-adaptation procedure utilising a diagnostic tool such as” INPA to verify that the engine control unit (DME) accurately interprets the new component. This is essential as a new flywheel possesses distinct rotational mass properties, necessitating a reset of the engine's adaptive software to avert complications such as vibrations or suboptimal performance. The adaptation process entails the removal of outdated trims and a designated driving test to recalibrate the engine's settings for the new flywheel. Is it possible that the vehicle merely requires flywheel adaptations through INPA or alternative software? The flywheel is substituted with a new original component bearing the same part number.

Has the timing wheel on the rear of the crankshaft been compromised? It is positioned between the flywheel and crankshaft and features a coated surface that safeguards the segments read by the crank position sensor. On the B38 and B48 engines, the Autel diagnostic tool allows for reprogramming the interaction between the wheel and sensor. The diagnostic code indicates a misfire in cylinder number one, which may simply be due to a malfunctioning injector, as the live data readings are weak. The B series engines present significantly greater challenges for maintenance and repair.

I hope someone here can assist me. I possess a 2014 Mini Cooper (engine code B38A15A) with 150 kilometres on the odometer. The clutch and flywheel have been replaced. Subsequently, the vehicle began displaying fault code P0301. The fuel supply to stroke 1 will be terminated, and the vehicle will operate on a two-stroke engine. I am unable to determine how to remedy this issue. I have already substituted the spark plugs and coils without success. Is it possible that a sensor is present in some location? Does anyone possess any suggestions?