dave783

To identify and address vacuum leaks in the M103 W124 engine, it is recommended to use a smoke machine. This device will help you detect any leaks more effectively.

In the event of a hoover leak, the smoke will just dissipate. You own an identical W124 model as mine. What difficulties are you now experiencing?

I believe the toffee wheel will be too large to fit inside the spaces.

Thank you for your assistance, everyone.I am uncertain whether I have ever seen acetone at a retail establishment, but I am certain that I can get some nail varnish remover.

Greetings, everyone. Having extensively reviewed several posts on this topic, I apologise for maybe posing a mundane issue once again. After thoroughly cleaning my alloy wheels, I have noticed that there are still remnants of adhesive residue from the wheel weights present, causing uneven areas on the surface. Is there a reliable (and preferably effortless) product or technique available to eliminate the adhesive residue that remains after removing wheel weights from alloy wheels? Attached is a picture (not taken by me).

I will provide a more comprehensive evaluation at a later time, as I am now occupied but wanted to share my first thoughts. I successfully mounted the 12-inch display and it works well without any significant problems.

There are currently no updates available. During my conversations with my superiors, they shared anecdotes of instances when the installation of aftermarket stereos resulted in automobiles being unable to start or caused complete system failure. I have a tendency to be concerned about these matters, so I have been actively searching for a professional to handle the installation. However, I have not been successful in finding one so far. Given its Asian origin and the intricate IDrive system, I see a potential catastrophe. However, this is only my own viewpoint, since others may have other opinions. I am considering taking decisive action by the end of the week and personally installing it. I will provide an update if this occurs.

I was likewise in search of a 12-inch display and I was unable to locate a verified and dependable touch screen for Android. Nevertheless, Seicane offers a 12" android display, prompting me to make the decision to buy it. The website link provided is: https://www.seicane.com/for-2011-201...on-system-h879 I have not yet installed the system, but I will certain to come back here and provide an update.

Thank you for providing the information. I have placed an order with an independent supplier for a new auxiliary battery for the figment device. It is anticipated that the battery will be delivered sometime this week. I will provide an update on the result after the replacement has been received and tested.

I have been in possession of the automobile from its initial acquisition, since it was allocated to me as a corporate vehicle. There have been no discernible incidents that may have initiated the occurrence, no extensive journeys undertaken, and no exposure to any instances of flooding. Moreover, the vehicle in question had maintenance procedures in June of the year 2023, performed by my customary independent service provider. The only individual with whom I have interacted on this platform is my spouse, and even that encounter was just a casual encounter in a public establishment. The vehicle has accumulated a total mileage of 48,600 kilometres. Currently, I am seeing a malfunction alert that is displaying an orange outline of the vehicle, without any other information. I experienced an additional alert, namely an auxiliary battery warning, although on a singular occasion.

Seeking assistance, gentlemen. I am in possession of a 2016 C350e vehicle and it seems that the suspension system is now fixed at its maximum height configuration. The vehicle seems to resemble a 4x4 or pickup truck, and the ride quality is notably harsh. The vehicle's suspension does not exhibit a decrease in height while operating in sport or sport+ mode, nor does it undergo any reduction in height when travelling at speeds over 35 miles per hour. Each of the four corners has identical characteristics, with no discernible areas of lower elevation. In addition to the aforementioned matter, which has persisted for a duration of nearly two weeks, the Command system has started a recurring cycle of rebooting as of today. The display activates for around 30 seconds before shutting off and then restarting, returning to the first startup screen of the motherboard. The duration for which the screen remains active is insufficient in the event that adjustments to vehicle settings are required. Is it a mere coincidence, or is there a presence of common resources across these systems?

Although I do not have a personal affiliation with them, I have used their services for a variety of audio enhancements, as have several individuals within this community.

I recommend contacting ComandOnline since they may provide you with many solutions.

The filter seems to be satisfactory.Taking into consideration the aforementioned statement, it is worth noting that the subject in question is of significant age, namely 13 years old.

I am uncertain about your reference to "half way down." Nevertheless, it is recommended that the oil level on the dipstick be positioned at the midpoint between the minimum and maximum indicators. This measurement should be taken five minutes after the engine has been turned off, when it has reached its typical operating temperature. This presupposes the possession of a dipstick. In an alternative formulation, it is advisable to switch off the engine on a flat area subsequent to an extended drive. Ideally, this would occur at a refuelling break on a lengthy voyage, when the terrain is level and the engine has reached its typical operating temperature. Following this, it is recommended to wait for a duration of 5 minutes before proceeding to inspect the oil levels. The time required for refuelling and completing the payment process is almost same. Have you conducted several iterations of verification in the past, and if so, have you seen a decrease in magnitude across successive observations? Upon initial acquisition or after a maintenance procedure, it is reasonable to anticipate that the value in question would reside at the median position between the minimum and maximum values. Consequently, if the value indeed aligns with this midpoint, it may be inferred that it has not seen any significant decrease in use.

I am curious about the utilisation of bore scope inspection and cylinder compression testing. It appears that the individuals involved in the assessment believe that the conducted coolant combustion and pressure testing has provided sufficient information. However, I will contemplate this matter further, taking into consideration the engine's continued strong performance, absence of exhaust obstructions, and absence of coolant contamination in the oil. Naturally, in the event that the head gaskets (HGs) are deemed to be in satisfactory condition, it is plausible that the block may have incurred damage due to overheating. Consequently, it is reasonable to consider the replacement of the engine, since investing £1400 just for the purpose of testing the block seems imprudent. However, it is worth noting that opting for a used engine entails a significant degree of risk, thereby perpetuating a cycle of deliberation. There are allegedly pre-tested blocks available for purchase on eBay for a price of £600. However, it is important to consider the associated risks, work, and overall cost, which ultimately make this option more riskier than purchasing an entirely unknown engine. In addition, it is hypothesised that the initial cause of this situation was likely a radiator leak, followed by excessive use of sealant, leading to the obstruction of the coolant system, including the heating system. Consequently, the overheating occurred due to the escape of coolant under high pressure. As a result, the current state of the vehicle suggests a potential cracked engine block and probable failure of the head gasket on the coolant side, rather than the oil side. Despite these issues, the vehicle's performance remains unaffected, as evidenced by clear oil and exhaust emissions. Furthermore, the coolant system experiences extreme pressure, resulting in bubbling and leakage upon shutdown. I was seeking information from anyone who have experience with engine replacement, particularly if it pertains to a TDV6 engine. The narratives I have seen on this platform pertain to accounts of unfortunate experiences with high-end automobiles that have beyond their warranty period. These accounts often include exorbitant cost estimates from LR (Land Rover) and a reluctance on their part to accept responsibility for the issues at hand.

Indeed, although it is an ideal situation, it is quite improbable to orchestrate, unless one were to acquire a salvage vehicle personally. The mention of Grenada elicited a giggle from me. In my opinion, even in the hypothetical scenario when such a transplantation is feasible, the expenses associated with labour and the procurement of the engine may not be justifiable, particularly considering the absence of any assurance on the desired result. If I were able to locate such an engine and get information on its price, I would be inclined to contemplate its feasibility, at the very least.

No, I do not possess the knowledge or understanding of the subject matter. Especially considering that I have just acquired the automobile and have not yet had the opportunity to establish any kind of personal attachment to it. In my opinion, this task does not seem to be suitable for a do-it-yourself approach. I might potentially contemplate the proposition if I had certainty over its enduring efficacy, so enabling me to retain it over an extended duration and thereby amortise the expenses incurred. Nevertheless, it seems that these vehicles lack any solutions that are devoid of potential negative consequences in the future. Moreover, the exorbitant expenses associated with exploratory endeavours render the whole process akin to a high-stakes gamble, devoid of any concrete assurance of triumph, and perhaps culminating in the reconstruction of an automobile that lacks sufficient value. The proposition of acquiring a pre-owned engine appears to be a more rational course of action. However, there exists a prevailing lack of confidence in the reliability of such engines, even in the case of the highly acclaimed 3.6 engine. Moreover, considering the extensive nature of the task at hand, involving the removal of the vehicle's body, it becomes apparent that the viability of a replacement engine cannot be ascertained until the reinstallation of the body. Consequently, the potential consequences of expending a substantial sum of money on labour and components without achieving the desired outcome present a significant obstacle. I have reservations regarding the block's ability to successfully undergo testing, and I harbour doubts about the reliability of the engine. However, it is plausible that the gases may be originating from the EGR coolers, thereby suggesting that the engine may be functioning adequately. Nevertheless, in order to ascertain this, it would be necessary to dismantle the body of the engine. Furthermore, even if this were the scenario, it remains possible that the pressure has still managed to breach the head gaskets. Additionally, it cannot be certain that the block is free from cracks or that the heads can be skimmed, but a substantial amount of £1400 is required only for the purpose of determining this. Therefore, the situation may be likened to a game of chicken, as often referred to. Prior to my encounter with RR's brand image, I possessed an awareness of its esteemed reputation. Consequently, I had adequately anticipated the likelihood of incurring substantial expenses. However, I was unaware that these vehicles appear to lack a genuine inclination towards repairability. Consequently, the extensive amount of labour required to address the inherent design limitations is substantial. Furthermore, there exists no assurance that the undertaken repairs will yield a reliable automobile. Do you or any other individuals possess knowledge about a reliable vendor of pre-owned engines and their associated expenses? Responding to that inquiry would provide me with the necessary assurance to ensure that I arrive at the appropriate conclusion. Thank you for your response.

Greetings, everyone. As a recent member of this site, I would like to introduce myself as the owner of a 2009 or 2010 model year Range Rover Sport L320, equipped with a 3.6-liter engine. Regrettably, it has come to my attention that despite the satisfactory performance during the test drive and several assurances from the seller, the vehicle in question is afflicted with significant problems. Consequently, I am now considering three potential courses of action: investing in a head gasket replacement, which would incur a cost of £5,000 along with an additional £1,400 for block testing; procuring a new engine; or opting to minimise my losses by selling the vehicle for spare parts or repair purposes. I would really appreciate any helpful insights into the current situation and recommendations for the optimal line of action. The vehicle is now in the possession of a professional automotive expert, who has provided the aforementioned cost estimates for the repair of the cylinder heads, as well as other components such as a fractured manifold. It is evident that the engine has experienced overheating in previous instances, as shown by the presence of oil seal damage and leakage, as well as the presence of coolant stains underneath the car. The coolant system has been excessively packed with sealant by the previous owner, presumably as a makeshift solution. The coolant contains combustion gases that result in excessive pressure, causing bubbling when the car is turned off. However, it is important to note that the vehicle does not experience true overheating and continues to perform efficiently. The exhaust emissions exhibit transparency, and the oil filling lid does not display any presence of mayonnaise. The certainty about the failure of the head gaskets cannot be established definitively, nevertheless, it is strongly indicated by the aforementioned facts. I inquired about the potential ingress of combustion gases into the cooling system via the EGR coolers, to which they acknowledged the plausibility. However, it is worth noting that such an investigation would need the removal of the vehicle's body. I made an inquiry on the possibility of obtaining a new engine for the aforementioned context. However, it was communicated to me that such a service is not provided due to negative historical encounters. Specifically, instances have occurred where the engine supplier failed to fulfil the standard three-month guarantee, and the responsibility for the alleged improper installation was unjustly attributed to the inquirer. However, the user did indicate a reliable provider named Andy's Range Rover Breakers. Nevertheless, the user has not yet been successful in locating them. Upon doing an internet search, it was seen that a considerable number of 3.6s are available for purchase on eBay, exhibiting a wide range of costs. Additionally, it was noted that some online entities with questionable credibility need the provision of personal contact information in order to provide a price estimate. Does the use of a previously owned, unrefurbished engine inherently invite potential difficulties? Based on my observations, it seems that the cost of a reconditioned engine is a minimum of £2.5k, however it is likely to exceed this amount. Therefore, the question arises: are alternatives really present or absent? I express my gratitude in advance.

Are you referring to the seals located in the intake and outflow pipes of the intercooler? I replaced the hoses on my device due to their tendency to become pliable over time. It is possible to get the seals individually from the manufacturer, MB. The O-rings located at both ends of the turbo outflow pipe are often preferred. As previously said, it is possible that you are pursuing a different problem.

The lettering used does not conform to European Union standards. The flag in question is the British flag, also known as the Union Jack, which serves as a symbol for the United Kingdom (UK). Consequently, when I engage in international driving, there is no need for me to affix a country identifying sticker to my vehicle.

Yesterday, I spoke with BMW Portugal through email, whereby I provided a detailed account of the circumstances surrounding the change of tires and their respective pressure. The response was placed underneath the acronym "NEET." Dear Dave, I hope this message finds you well. We therefore confirm the receipt of your correspondence, which has merited our careful consideration. In light of the aforementioned, and in consideration of your inquiry, we would like to apprise you that the tire inflation pressures, which are suitable for the tire dimensions sanctioned by the manufacturer, may be found in column B of your BMW. In this scenario, the inflation pressure pertaining to the tire size in question is applicable, irrespective of the presence or absence of RunFlat technology. Tire pressure requirements pertain to tires under ambient temperature conditions, which also extends to the cold inflation pressure. During extended journeys at elevated speeds, the tires experience increased heat generation as a result of friction with the road surface and the interaction between the tire tread and the ground. Consequently, this leads to a rise in tire temperature, which subsequently causes an elevation in tire pressure. Thermal expansion occurs when there is a significant disparity between the surrounding temperature and the air temperature inside the tires, resulting in increased inflation pressure. Furthermore, in order to achieve this objective, it is important to consider the fundamental physical rules governing pressure and temperature. In this context, the following rule is applicable: An elevation in temperature by 10°C leads to a corresponding rise in the inflation pressure of the tires by about 0.1 bar. In this manner, and for the purpose of elucidation, we now provide the following illustration, pertaining to the domains of temperature and pressure. When conducting the inflation process of a tire using hot inflation pressure, the temperature of the tire inflation was recorded to be 70°C. Consequently, the adjusted tire inflation pressure has been revised to 2.4 bar. Following an extended period of immobilization, the tire undergoes a cooling process until it reaches the ambient temperature of 20 °C. This temperature decrease equates to a temperature differential of 50 °C in respect to the initial tire inflating pressure. Consequently, the tire inflation pressure decreases to a new value of 1.9 bar, which is obtained by subtracting 0.5 bar from the initial pressure of 2.4 bar. We trust that we have received comprehensive elucidations about the aforementioned matter, and that we have adequately addressed the inquiries you have posed. We express our gratitude for your choice to prioritize our brand and goods, and extend our sincerest respects to you. The BMW Group, a multinational automotive company, has a presence in Portugal. Bruno Monteiro is employed in the field of customer service. The office address is Lagoas Park, Ed. 11 – 2nd Floor, 2740-270 Porto Salvo, Portugal. In this particular scenario, it might be argued that the principle of KISS (keep it simple stupid) is applicable.

I would want to express my gratitude to everyone for their assistance.

Thank you for your input. I will proceed with implementing the suggested changes. I have come across several instances when individuals have spoken with tire manufacturers or BMW through email, and the response has always emphasized adhering to the information provided on the sticker. However, it remains uncertain if this response really reflects the factual answer or is just a politically correct statement.

Greetings, I now own a BMW 320d E91 model with an engine power of 184 horsepower. The vehicle is equipped with Runflat tires, but I am interested in replacing them with non Runflat tires. Specifically, I am seeking to install four tires with dimensions of 225/45/17. The inquiry pertains to the various pressures exerted on the sticker, specifically in relation to RFT (Run-Flat Tire) models. Does anybody have knowledge of a method or a reliable online resource where I may get the appropriate tire pressure for this specific circumstance? It is important to note that rotary flexible tubes (RFTs) need a greater pressure. I appreciate your assistance.