ML350_Colin

It seems that, while you want accountability for their corruption, the primary interest is with the money remuneration. This aspect is distinct from any unlawful concerns and is within the jurisdiction of the County Court or High Court. The County Court is, in my opinion, cumbersome and often exasperating owing to its inefficacy, however it may be worth a go. Initially intended as a less formal method for achieving resolution, it has evolved to be as procedural as the more formal approaches. The High Court represents a more significant risk owing to the expenses involved in reaching it. The several thousands of pounds required may exceed the losses incurred. Awards for costs might be equally uncertain. Certainly, in both scenarios, the defence may choose not to challenge your deception and instead pursue a settlement via negotiation. This is only my non-professional, but cynical perspective shaped by adverse experiences.

What are the mileages and ages of these two oil cooler leaks, my friend? The latest figure is now 208,000.

Regrettably, the M274 petrol engine produces an unpleasant sound. I admit I am rather perturbed by it. It functions well, although produces a dismal sound quality. It is OK in our C350e provided that the windows remain closed.

Precisely; one might assert so about any component. "Rest assured, Mr. Insurance Agent, I will cover the cost of the upgraded turbo in the event of an accident." Premiums are influenced by several factors beyond the cost of replacing components.

Indeed, there is.I was not proposing that he purchase that particular item; rather, it served as a visual reference to illustrate what he seeks.

https://www.ebay.co.uk/itm/115921976546?mkevt=1&mkcid=1&mkrid=710-53481-19255-0&campid=5338181125&toolid=10001&customid=2518X1570512X78e4da1e220a8d22227ff20eb24f95e2

I own an identical vehicle of the same model year; my spouse remarks that the upper surface of the tray resembles C3PO! This component has the part number you specified, and according to my inventory, it is the appropriate one for our vehicles.

When you state that the valve body was changed, do you refer to the contactor plate? If such is the case, and it was executed without changing the solenoids, maybe the issue still resides with the solenoids. Regrettably, the only way to ascertain the solution is to repeat the task using a fresh set of solenoids, which may or may not rectify the issue. Merely a suggestion.

I appreciate that; but, I usually clear the EML, and it remains off for many days. I am only trying to complete the MOT with the light out. I may address the matter at my convenience.

That does not seem favourable. It is somewhat regrettable that the vehicle has only endured 38,000 kilometres. The back O2 sensor sometimes registers around 0.200V with few fluctuations, however the pre-catalytic converter sensor exhibits erratic changes. I have used a cat cleaner in the vehicle, but it seems to have little effect (I generally consider additions to be very desperate, to be frank). The vehicle may fail the MOT on emissions if the catalytic converter is malfunctioning, irrespective of whether the engine management light is on at that moment. On the positive side, I can do the replacement myself; nevertheless, it will not be economical if this is really the issue. 😞

Thank you for your response. I have inspected the wire from the sensor to the best of my ability, as it vanishes into the loom inside the confines of the engine compartment. Additionally, verified the ground continuity to the sensor's body, which measured around 0 ohms, indicating a satisfactory connection. The pre-catalytic converter sensor activates, as you indicated, once it reaches operational temperature, while both the pre- and post-catalytic converter sensors seem to initiate at a constant voltage during open loop mode during warm-up, with typical 'cold' readings of 1.275V for the pre-catalytic converter and 0.200V for the post-catalytic converter. Infrequently, when starting from a cold state, the post-catalytic converter oxygen sensor displays 0.000V during open loop mode, albeit it is uncertain whether this is a misleading indicator. I've drove the vehicle while my wife checks the live readings and the two sensors appear to go up and down in sync once warmed up, the pre cat value normally higher and the lambda reading around 1.000 too. I have thoroughly inspected the exhaust from underneath and seen no visual or auditory signs of a leak. I have seen a high-pitched screech when the engine is shut off, which has been occurring for an extended period prior to the illumination of the EML. The scream ceases when the throttle body undergoes a reset (I can hear a clicking sound from that region after shutting down), but it sometimes reemerges. I have attempted to identify the source of the scream; but, its intermittent nature complicates the determination of whether applying pressure to a pipe or component influences it. I believe I may need to see an expert about Star. I detest capitulating, and I want to prevent them from indiscriminately tossing components at the vehicle in an attempt to rectify it; thus, I aim to ensure that I have thoroughly examined all possibilities beforehand. I will need to submit it for the MOT to see whether any issues are identified. I have a family visit approaching, so I will have limited time for repairs after the MOT due to poor scheduling. I am reluctant to do a 300-mile journey in our Alfa Mito, therefore I may ultimately resort to renting a vehicle at this pace. 😞 The EML activates earlier when my wife operates the vehicle.I typically drive more cautiously, whereas she accelerates more aggressively between traffic signals. The EML may activate after two drives with her, but it may need over five drives with me; nevertheless, I am uncertain how to interpret this. 😄

The Engine Management Light illuminated last month on our W205 C200 petrol 7G automatic. I have an iCarsoft reader and it reported the error low voltage o2 sensor bank 1 sensor 2 which I cleared and it came back after a few of runs from cold. I have replaced the oxygen sensor (Bosch component) and erased the mistake. In accordance with the service schedule, I performed an oil and filter change and changed the spark plugs, since the vehicle has reached 38,000 kilometres and is now 8 years old (2016). I believed this issue had been resolved, but after five drives from a perfectly fresh start, it reoccurred today. The MOT is scheduled for next week, and while I believe I could temporarily resolve the issue by resetting it just before to the test, I am want to thoroughly investigate the underlying problem. I believe 'Star' readers may provide more insights, so I may need to see a local Mercedes expert, since I prefer not to engage with the major dealer due to a negative experience with my previous business vehicles before retirement. I am willing to do more physical or visual inspections prior to reaching that level; thus, I am publishing here to get comments or insights from others who have encountered this issue.

I see what appears to be a battery in the image.

Observing the frequency of the ticks seems to align well with one-fourth of the engine's revolutions per minute, indicating that issues related to valves and similar components may be excluded as potential causes. However, when I opened the oil cap while the engine was running, I did not hear any noise coming from within the engine, just a faint humming sound, which I presume is the noise produced by the valve train as it operates during hundreds of explosions every minute. Over the weekend, I want to carefully examine the exhaust system. Thank you for the ideas, they are really appreciated. Greetings

Thank you for the prompt responses, gentlemen. Regarding the valves, what may be the origin of the tapping noise they produce? I pondered if the issue was connected to the exhaust, but the noise does not seem to originate from either the exhaust or the heat shields (I own a mechanic's stethoscope to investigate). Bruce - I have thoroughly perused your post (a really astonishing streak of unfortunate events you have experienced - hoping for a turn of events in a positive direction!). Are you implying that the tapping sounds I am hearing might be indicative of a worn-out crankshaft bearing, subtly indicating that my engine is at risk of imminent self-destruction?

I own a 1995 E220 equipped with the M111 engine, which has recently had a noticeable ticking/tapping sound. The issue began in the previous fall, and I presumed it was related to one of the tappets. The problem is closely correlated with the engine's revolutions per minute and seems to originate from the upper part of the engine, namely towards the rear. During the Christmas period, I had the head gasket repaired and all the tappets were changed. However, the noise persisted despite these repairs. The engine emits a scarcely perceptible sound while it is cold, but becomes sufficiently loud when it is hot, prompting others to enquire about the car's condition. With the current beautiful weather allowing me to drive with the windows open, I am acutely aware of the issue and want to resolve it. However, the local Mercedes expert has indicated that identifying the cause may be a time-consuming and costly endeavour. Given my reasonable proficiency in mechanical matters, what should be my first focus for investigation? A buddy has recommended that I address the issue by using a higher viscosity oil to fill the engine, since it exacerbates when exposed to high temperatures. Seeking guidance and suggestions

Thank you for your feedback, I value it. It provides us with some reassurance on the ML430. Now we only need to locate one in the specific colour she wants, red/burgundy. Thank you once again!

We are interested in acquiring a 2000 ML430 or maybe a 2000-2003 ML350 for my wife. We are interested in understanding the reasons for the lower prices of the ML430 compared to the 350, as well as the rationale behind the discontinuation of the 430's manufacture. We are not acquainted with the ML line, thus we apologise if our query seems unintelligent. Thank you!

I would use MB's sunroof lubricant.

Indeed, to clarify. Did you experience a transition from a fully functional automobile without any error codes to a situation where the car would not crank or start at all after replacing a reversing bulb and a module related to the light switch?

Could you provide further information, please? Did your vehicle have a mechanical failure when you were returning home? Was the vehicle operational and in use, or was it in storage prior to the occurrence of the fault? Have you had any procedures or renovations? Have you been involved in a collision?

It seems to be a USB extension, maybe installed by a previous owner for a dash cam.

According to my understanding, springs should be installed with the component number facing upwards, allowing it to be easily seen when attached to the strut. Is it not difficult?

There is no need to engage in rude behaviour, gentlemen. John N exhibits the classic characteristics of an Englishman. I see individuals of this kind on a regular basis in London.

We are capable of reading the electronic control unit (ECU) on any Mercedes-Benz (MB) model, but the degree of difficulty may vary. However, it seems that our location is not convenient for the user (op).