Blu_Ray_UK2007

I have personally driven my vehicle from a mileage of 4,000 miles to 75,000 miles, which has resulted in a certain level of emotional attachment. Consequently, until I am financially capable of acquiring an 812, I am inclined to maintain my current vehicle, so acknowledging a potential bias in my perspective. However, it is important to acknowledge that if the available budget only permits the purchase of a high mileage high performance vehicle, it may not be the most optimal choice unless one has the ability to conduct their own mechanical repairs. In this assertion, it may be argued that the high-priced components that produce a loud sound will exhibit similarities in both a 650i and an M6. In terms of performance, efficiency, and aftermarket support, it may be argued that a 640i with a tune offers advantages over a 650i. The former variant is likely to exhibit superior acceleration, reduced weight, and improved fuel economy. Additionally, the 640i benefits from a more extensive network of aftermarket resources, which further enhances its appeal as a viable alternative to the 650i.

In my perspective, the 650i may be characterised as a leisurely grand touring vehicle or a coupe designed for personal luxury. However, it fails to exhibit a heightened level of responsiveness or enable the driver to fully engage with the vehicle's capabilities, as it tends to operate within a limited performance range of around 70% of its potential. I have operated many vehicles and in my observation, they effectively conceal their power output of 300kw or 330kw in a quite impressive manner. In my own evaluation, I have a general aversion towards Audis. However, I find that the C7 S6, which has comparable power and somewhat reduced torque, exhibits a superior powertrain in my perspective, mostly attributable to the use of a dual-clutch gearbox (DCT). Naturally, the inside of the Audi is subpar and its handling capabilities are severely lacking, resulting in a suboptimal ride quality. However, it should be noted that my personal preference leans away from Audis. Although the M6 is not often seen as a lightweight track vehicle, the many suspension modifications and incorporation of the Dual Clutch Transmission (DCT) contribute to its potential for exhilarating performance and enjoyment during spirited driving. Furthermore, it is worth noting that the M6 retains hydraulic steering, a feature that I feel significantly impacts its performance. Based on the literature I have seen, the Dual Clutch Transmission (DCT) is often regarded as a very dependable system, with the exception of potential clutch wear that may occur in cases where the DCT has been modified. However, it is worth noting that replacing the clutch pack is a relatively straightforward procedure and is likely to be more cost-effective compared to a complete replacement of the ZF8 transmission. The M6's exhaust manifold configuration prevents it from producing the typical V8 sound. However, as FinalRenegade has said, the vehicle nonetheless emits a sufficiently loud noise. Moreover, the distinctive arrangement of the exhaust system imbues the car with a sense of uniqueness, since its sound distinguishes it from other vehicles in the market.

I was previously unaware that the COMAND NTG 5.x system supports over-the-air (OTA) upgrades. Is the initiation of the process performed by the user or is it automated? In terms of cost, all components of these automobiles are characterised by high prices. It is possible that the issue may be addressed by the implementation of the 'goodwill' plan; nonetheless, it is advisable not to have too optimistic expectations.

Indeed, I have located the control module as previously said. However, I am interested in acquiring knowledge on the procedure for testing this control module. In the meantime, my intention is to inflate the bags using an additional battery connected to the compressor, which operates independently from the car's power source, in order to facilitate the movement of the object in question. Subsequently, a decision will be made about whether to retain or sell such object.

It seems that there is a lack of knowledge on the appropriate testing methods for this particular subject matter.

After doing a thorough examination and analysis, I discovered many issues during the code read. Specifically, the left and right solenoids, which are located next to the compressor, were identified as problematic. However, it was seen that there is a shortage of electrical power supply to these components. Does this imply that the EHC module is defective and requires replacement?

As previously mentioned, the item in question was not found in any of the locations that were searched. The right side panel located in the trunk of the estate vehicle has all the fuses, including the 40A fuse. There is only one relay present, and it is not the one coloured bright green. The fuses are located below the glove box, while the relays are absent in this area. In the engine bay, specifically behind the pollen filter panel in the passenger side corner, one can find the electronic control unit (ECU) along with many block connections. It is worth noting that the light green ECU is not present in this particular location. After doing extensive online research, it seems that the control unit/module is located behind the wheel well carpet in the trunk. I will thereafter assess the power supply to determine its functionality. Indeed, the compressor was functioning well. However, the left bag exhibited leakage, prompting the replacement of such bag with a new one manufactured by Arnott. Subsequently, it was suggested that the other new bag be installed as well, in order to ensure a harmonious pairing. I found the reasoning to be logical and coherent. The commencement of the problematic situation occurred at that point. The procedure was executed in the same manner as the first attempt. However, when initiating the compressor, no response was seen. The fuses are receiving electrical power, however, there is no electrical power reaching the block connections connected to the compressor or the adjacent solenoid. Therefore, it is possible that the issue lies with either the light green relay or the control unit/module. The abrupt occurrence of the event is inexplicable to me. Both my partner and her father are also perplexed.

If you had mentioned inspecting the area in or around the wheel well, I would have done so, but you just mentioned examining the boot.

Have you perused the content I have shared?

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.