Blu_Ray_UK2007

The solenoid responsible for the air bag compressor on a 2007 E61 model. Today, I acquired a new item from an undisclosed source, but regrettably neglected to inquire about its proper placement. Up until this point, an examination has been conducted on the fuses located inside the right side of the tailgate/boot, the engine compartment, and behind the glovebox. The object in question is a five-pin item that exhibits a shade reminiscent to peppermint green. The compressor and air bag valve solenoid are currently experiencing a lack of power. However, it has been determined that the compressor is functional when connected to a battery. I am uncertain about the appropriate methodology for testing the solenoid. As previously mentioned, the inquiry pertains to the appropriate placement of the light green solenoid relay.

During the coolant replacement procedure, I used Fricofin coolant in conjunction with distilled water. Tap water is treated with various substances to ensure its potability, since the taste of pure water, consisting just of H2O, is often considered unpleasant. The presence of salts and minerals in tap water may lead to chemical reactions with various metals and alloys, resulting in the formation of rust. Consequently, the water undergoes electrolysis, which is undesirable in a cooling system. The need of establishing a robust connection between the engine block and chassis for grounding purposes arises from the potential corrosive effects of water or electrolyte inside the system, which, if left unaddressed, might gradually erode the internal components of a cast iron block. The observation has been made that cylinder head studs may undergo significant erosion inside the engine block, to the extent that they fracture when subjected to torque. I am primarily referring about Jaguar straight six engines, which include the use of high carbon steel studs that are put into a cast block.

All additional components on a Mercedes-Benz vehicle are considered optional, with the exception of the oil and filter, which are included as part of the standard package. Furthermore, during a B service, the brake fluid change is also included. The replacement of all filters is scheduled based on either miles or time, depending on whichever criterion is met first.

I get all of my batteries from Tayna, which has successfully resolved the stop/start issue on both of my Mercedes-Benz vehicles.

One advantage is that it may be conveniently installed behind the rear view mirror, making it inconspicuous during operation and almost imperceptible from an external perspective.

The aforementioned principle remains consistent; however, in the case of the N47, the chain is located in the rear of the engine. Consequently, the engine must be removed in order to address this issue, which may also need the replacement of the dual-mass flywheel (DMF) and clutch concurrently.

In the event of an unfavorable scenario, it is advisable to apply a little amount of paint to an inconspicuous area inside the arch liner. Subsequently, one should see if any adverse reactions occur with the Mercedes paint.

I am pleased to learn that you discovered that the brake pads did not need replacement. I had a similar experience at my B service last year, when I was informed that replacement was necessary. However, upon inspection, it was revealed that the brake pads still had 8mm of thickness remaining. The W204 C250 vehicle has a tendency to experience accelerated wear of its front brake pads, occurring around every 10,000 miles. This issue may be attributed to the undersized calipers and pads, which were insufficient in managing the weight of the car. The calipers of the 350cdi were replaced, resulting in a satisfactory performance of the front pads for a duration of two years or 25,000 miles under comparable operating conditions.

Does the vent tube of your boiler facilitate the defrosting of the automobile in the mornings? The automobile has a visually striking appearance, as is customary.

I still get a very flat area, but there are none of those "oh f**k, I've stalled going into a round about" moments that I used to dread.

What elements make up the adapting process specifically? There is a nearby independent garage that has autologic and can do iDrive upgrades. I suppose they can also perform eCU updates. In that case, what kinds of updates should I inquire about from him? What about the engine and the gearbox? OP has been in contact with me: He installed software upgrades, which markedly reduced the problem's severity.

I've reached out to the original poster; here's hoping he responds, to be honest! What exactly do you mean when you talk about integration level? Procedure for adaptation? Thank you so much for the response; I was getting close to becoming desperate.

In the end, what really was the problem? This seems like the perfect accompaniment to what I'm eating.

Both of these are sound recommendations. It goes without saying that I won't be handling things on my own, but it is helpful to have an idea of what the issue may be when discussing it with the garage. I am going to guess that "resetting the throttle" is not a task that I am responsible for either!

630i gasoline model with the N52 engine - Does anyone have any ideas about the following intermittent problem? There is a short drop in power output whenever the engine is running, although this only happens very seldom. The issue manifests itself randomly, yet it consistently takes place at the following time. When I reach an intersection after a period of regular driving at a constant or varied pace, I come to a complete stop or slow down. When it is safe to do so, I will attempt to quicken my pace. The automobile first reacts properly (perhaps for less than a second), but then it abruptly stops responding at all. This just continues for a fraction of a second until the power is restored and everything goes back to how it was before. I have no clue if it is an issue with the engine (which is quite likely), or whether it has anything to do with the gearbox (such as a hasty choice to change gears) - Do you have any ideas?

Measuring a pop rivet after it has been set presents challenges. The individual has the ability to determine the dimensions of the aperture by using a cautious approach to extract the preexisting rivet by drilling.

I have had AA coverage from my financial institution, and I have consistently used this service for a diverse range of vintage vehicles over the years. Notably, the AA offers the occasional technician who endeavors to rectify automotive issues before resorting to vehicle retrieval. There are no discernible problems or concerns.

Well done! One of my ideal vacations would be driving the Cabot Trail and exploring the Canadian Maritimes. And what better vehicle to go on the road than a Range Rover. Well, a forum is a fantastic concept overall. I really like the Rover P6 series and want to own one someday. Despite my appreciation for Land Rovers, vintage Toyota Land Cruiser 4x4s have always had a stronger allure for me.

Sorry it wasn't more helpful, but no worries. Where are we at this time?

If only the traffic reports were up-to-date and reliable! It never fails to surprise me how frequently the VMS on the M4 between London and Bristol displays incorrect messages or out-of-date information. The installation of each sign might cost upwards of £100,000, however the data they display is frequently inaccurate. The best illustration of this is a late-night flight returning from London last year. VMS displayed 'SLOW 50mph' (perhaps a dozen signs) from just before Reading to just past Swindon. At first the traffic complied, but as it was clear there was no cause, we all started moving faster again. After I lodged a formal complaint with the Highways Agency, a representative said that a prior incident had necessitated the placement of the warnings until a HATO could drive the whole road and verify that it was clear per 'Health and Safety' policy. For a good long while, no HATOs were scheduled to operate along the route. Having no information at all is better than having bad information.

Here are some broad reflections on the preceding pages of this topic. Audio-20 is far more sluggish than COMAND. Before 2008, E-class vehicles were not equipped with the bigger screen or CarPlay/Android Auto compatibility for the Audio-20 (NTG5*2). Consequently, the digital cockpit was not available. Upgrades from Audio-20 NTG5*2 to COMAND NTG5.5 have been common, however they remove the speed restriction indicator that the Audio-20 had. There are significant differences in DAB operation between NTG5*2 and NTG5.5, which should be taken into account during retrofitting.

Forum sponsoring location: M3 junction 3, 15 minutes from Heathrow; contact [email protected].

That is, in fact, the plan: to disable the unfortunate vehicle in a manner that is only partially permanent so that it can pass the same tests again within a period of six weeks. Then you need to restore everything to its factory settings. This beautiful, low-mileage specimen of a beast is not something I would ever consider changing in any way!

Already having conversations with MSL due to the fact that they are a Weistec dealer in the UK. To my surprise, I discovered a state executive order from California that type-approved the M157 Tune product on the grounds that it would not worsen the emissions levels. In point of fact, for some unexplained reason, those figures seem to be better; but, I am not certain that I am interpreting it right. For those of you who are more technically oriented, here is the document in PDF format!

As a result of the termination of long-standing testing exemptions for personal car imports (as opposed to the commercial import of cars for sale), the current procedure requires that the vehicle first be tested at a recognized testing center in the United Kingdom for emissions and noise against the latest European standards. After that, the vehicle must be submitted, along with some paperwork from the Hong Kong government, to the local equivalent of the Environment Agency. Only after that can the vehicle be loaded onto a ship. When it arrives in Hong Kong, it has to travel to a government facility to undergo the same tests again so that they can authenticate what the UK tester wrote up in the export documentation. If the results don't match, it has to be sent back to Southampton on the next available ship. Because of this, the detune will need to be quite permanent in order to guarantee that it can be performed at regular intervals of six weeks.