CyberNinja

Indeed, I acknowledge that I am a novice and lack the proficiency to modify the title. I shall now make an attempt.

Greetings, everyone - I am seeking guidance and suggestions, since I believe there are others who may have had similar challenges. I just acquired a 2013 W204 Coupe, which was purchased in Germany. Particularly upon first retrieval from the garage, when executing maneuvers and engaging in gear shifting, an audible structural noise like a cracking sound is perceptible. When engaging the gears and then applying the brakes to facilitate gear shifting, the vehicle generates a force that initiates motion, resulting in structural movement and the production of undesirable sounds. The origins of these phenomena seem to be associated with the springs and brakes. Is there anybody who has knowledge on the nature of the issue at hand and the appropriate methods for resolving it? I have attempted to consult many automotive service providers on the damper houses, although they have always said that the condition of these vehicles is satisfactory and within the expected parameters. Thank you very much.

I completed the task without removing the wheels. I cleaned the caliper using a brush and brake cleaner, followed by sanding and another round of cleaning. I then applied two coats of caliper paint using a 1cm wide artist's brush. The process was relatively quick and straightforward, although the ease may vary depending on the design of the wheel spokes. It is advisable to have white spirit and a cloth nearby in case any paint comes into contact with the spokes. The calipers shown in the picture were nearly three years old, and it is only necessary to paint the visible areas.The hue in question had a gunmetal gloss grey appearance, reminiscent of the shade often referred to as "nardo."

Laugh, Laugh, Laugh......ooer

I may be experiencing a delay in comprehension, since I have not yet completed a comprehensive reading of the Haynes handbook. Yesterday, I had the replacement of my windshield, during which the individual doing the task elevated the bonnet to a vertical position of 90 degrees, as opposed to the customary inclination of around 45 degrees, in order to provide improved accessibility. The bonnet is equipped with two release catches on the stays, enabling it to be elevated to a greater extent. This tool proves to be really advantageous in situations when I need refinement of the lower surface of the automobile's hood

Conduct a pressure test on the coolant system. A little leakage was seen in one of the hoses linked to the radiator, which became apparent only during periods of system pressurization. There was a gradual loss of coolant seen over a period of time. It is likely that the connection was inadvertently loosened during a prior maintenance session on my vehicle.

It is likely that the conductor plate plug is experiencing a leakage issue, resulting in the transportation of oil down the wires towards the Transmission Control Module (TCM). Please ascertain the feasibility of doing an inspection on the item in question. If deemed possible, proceed with the necessary measures to cleanse the item and then replace the plug, which is available at a low cost. Wishing you the best of luck.

Indeed, another notable concern pertaining to the Dunlop tires was their apparent tendency to undergo a decrease in height during the act of driving, only to thereafter return to its intended height upon coming to a halt. As previously mentioned, the occurrence was intermittent, indicating that it did not manifest consistently. The Dunlop tires did not exhibit any nighttime sagging in my own experience, which contributed to my initial lack of suspicion about their potential role as the cause of the problem. The concern is not in a potential leakage problem, but rather in the structural integrity of the rubber bag to withstand the weight during movement. I do not exhibit brand loyalty, since my primary concern is the functionality of a product. I have made two attempts at using Dunlop products, nevertheless regrettably, they did not yield the desired outcomes in my particular case. Nevertheless, I remain hopeful that these products may be efficacious for you, and I am only conveying my own experience for your consideration.

Indeed, the assertion made is correct. Regrettably, the latest iteration of the third generation (perhaps referred to as Gen 3.1) employs a novel collet design characterized by a screw-type mechanism. It is agreed that this modification is inherently illogical. It is hoped that in future updates, a return to the previous push-style collet would be implemented. I had a similar problem about the upper portion of the rear springs castings and their compatibility with the upper spring perch. By using a little amount of effort and considerable physical exertion, I successfully managed to arrange their seating. At the outset, I had procured Dunlop tires; nonetheless, subsequent to their installation, I encountered a predicament whereby my air compressor failed to discontinue its operation. Assuming an initial position at the standard height, I would proceed by leaving the door ajar to allow the air compressor to replenish the tank. Following the completion of this task, I would go on a vehicular excursion. However, prior to reaching the stop sign located around 500 feet from my residence, the air compressor resumed its operation. The compressor operated at regular intervals of 2 minutes, irrespective of the duration of idle time or the tank's filling process. I conducted thorough inspections of each connection, implemented measures to detect and address leaks, replaced the valve blocks with a verified functional unit, and even interchanged sensors. However, despite these efforts, the compressor persisted in its continuous operation without any signs of cessation. Subsequently, I removed my recently acquired Dunlop tires and reinstated the worn-out Gen 3 tires, which have been in use for a period of 15 years. As a result, tranquility was restored, as the air compressor, upon filling the tank, ceased to emit any audible sounds for the remainder of the day. Therefore, I decided to purchase a fresh pair of Generation 3 tires and subsequently returned the Dunlop tires. The discrepancy between the performance of the new Dunlop tires and their predecessors is unclear. While there are no apparent signs of leakage, it is possible that the rubber thickness may not possess the necessary durability to sustain a vehicle weighing 5,000 pounds. However, I am aware that when I had my Blenhiem Silver P38, I had the same problem after installing a new pair of Dunlop tires. At that time, I was unable to identify the Dunlops as the cause before selling the truck. Nevertheless, based on my current experience, I can confidently assert that the issue was really attributable to the Dunlop tires. Individual experiences may vary, however, the aforementioned account pertains to my personal encounter with two distinct sets of newly manufactured Dunlop tires.

Update. I looked for a problem in the SAM wiring circuit 15 in the back, but I couldn't find one. I looked through the Westfalia's special wiring harness for towing and didn't find any problems. Next, I sprayed some WD-40 into the car's 13-pin socket and the towing plug for the caravan and made sure they both worked. When I finally got around to plugging the lead into the vehicle, the tail lights did not come on. The icarsoft scan revealed no problems with the vehicle's rear sam sensor. Nonetheless, a fresh defect showed up -: Right Rear Door Control Unit Malfunction (1) (DCU_RR) 990915. The State: The Past and the Present Additional Door Lock Actuator Motor Output Is Malfunctioning. There is either an open circuit or a short to the positive. The issue is the lock on the right rear door; all other doors open and close without a hitch. I put in around 20 miles yesterday over three trips with no EML activation in sight. Do you have any recommendations? I won't need the vehicle until the weekend, so I'll see whether the EML remains off until then.

I'll take a look when I can, perhaps over the weekend.

In such case, it's OK. I’ll have a look at it.

Howdy, y'all. Another i carsoft scan yielded yet another error number, in addition to the ones already reported. (for a picture, see below). To find relay 1 and circuit 15, I need the back-end SAM wiring schematic for a 2011 S204. https://i.postimg.cc/B6qw4Wcj/4.jpg

Once again, I apologize; please find attached a link to the i carsoft pictures.

Please view the images for more details about i carsoft.

2011 Model Year C350CDI ESTATE Howdy, folks. No power outage, and all appliances that rely on electricity are running OK; the engine management light is on. The automobile has a removable towbar, and the Rear SAM unit has a special wiring harness for it. When I hook the caravan's electric wire into the car's 13-pin tow socket, the rear tail lights come on even if the engine is turned off (the key is taken out). My vehicle's backup lights activate when I turn on the engine. Please refer to the attached images for details on the scan I ran on my icarsoft MB v3. After a few days, or around 20 miles, the fault codes always come back after I clear them. I need some advice on what to do. Thanks

The molding pieces that enclose the headliner are called cant rail. There are probably four of them. One at the front, one on each side, and one in the rear.

Seeking to reclaim the cant rails above the ceiling. As of recently, the cant rails have taken on an off-white hue. The headliner is nice; it's made of wool and seems to be off-white or faded white. It's soft and fluffy, almost like flannel. thanks

I know this is probably a silly question, but are the cant rails left in place after recovery, or do they get taken off? Can you recommend a reliable place to get the off-white vinyl? thanks

In a similar spirit, and just for fun, I have a very late model vintage Mini Cooper (2000 V). These vehicles were outfitted with airbags. Parts are becoming scarce (rotary couplers, for example), and many owners have replaced the original airbag steering wheel with nice old fashioned classic steering wheels (monolita, for example), as well as removing the electrics and warning light. According to the most recent EEC legislation, every one is a MOT failure.(...and so basically worthless). It all depends on the MOT tester on the day. It's a bit of a risk since the regulation states that if it was regarded to be standard during production, it must be present and functional at the MOT.

Mercedes was the last to see him at 42,000 kilometers.

Is it possible to play music from your phone over Bluetooth?

See, when diesels with dpf get fault codes on the ECU, the regen system shuts down. The egr valve is also part of the regen system. On many cars, if the air conditioner doesn't work right, this will also shut down the regen system. I have a 2015 Honda Civic idtec that is getting its egr and dpf removed and remapped in a couple of weeks. It should make just over 200bhp and still

Trouble with these things is that many things will flag that code p420, so its process of elimination ie smoke test proves no unmetered air, then chances are very high its a mechanical issue ie timing related very common, or could be its been using so much oil the cat is now clogged with the crud and thats very very common on them, but going through the process, ie cheaper to test something than replace it, a lot of the time its a number of worn things,, i get them all got one in at mo after refresh, owner put new cat on it never done 02 sensors so we had heater circuit fault code and electronic management fault code, sometimes its just a 02 sensor open short circuit, but on this one it went a stage further and suspect burnt out a driver in the ecu, so ecu been sent off to ECUTESTING.COM found get a good service and life time warranty on repairs from them, and trouble is these engines must run right to stay together,, as running lea

Common things, pcv pipe at rear of engine cracks, exhaust flexi leaks, exhaust valve stems seals allow oil crud to build up on exhaust valve seats and cause misfire as well as dropping unburned air fuel on to upstream 02 sensor, need to scan the ecu for fault codes as well, and live data will provide a clearer picture of what the vehicle is doing. Air escapes must be ruled out prior to examining the timing chain, rocker cover, and camshafts when all four pistons are seated halfway in the bores. This is a simple starting point. I use a smoke tester for much of this, including the valve seats that are escaping due to carbon buildup; I send smoke through the plug opening with all four valves closed.