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The Profusion customs exhaust system, including the downpipes and rear silencers, was priced at around £1500 plus VAT. Consequently, I have proceeded to make an order for the mid and rear Imasaf silencers, as shown in the eBay link provided. I will provide more updates subsequent to the completion of the fitting process.

The cost of authentic mid and rear silencers for a Mercedes-Benz vehicle is around £1,000, presuming they are made of mild steel. I have sent an email to Profusion Customs at Heathrow Airport about a stainless steel alternative. I have always harbored a disfavor towards the auditory qualities of stainless steel, as it has consistently shown a tendency to produce a timbre that is reminiscent of tin in my personal encounters.

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Individuals I am considering the acquisition of a new exhaust system for my 1989 Mercedes-Benz 560SEC, and I have come across the Imasaf product line being offered on the online marketplace platform eBay. The advertisement is well written; but, has anybody possess practical knowledge with this particular brand? What was the level of fit and quality observed? Approximately 50% of an authentic Mercedes-Benz exhaust system. I am unable to locate an Eberspacher exhaust system for my vehicle via internet channels, despite it being my preferred option. Greetings

I appreciate your prompt reply. There are height sensors, namely one on each side of the vehicle. Although they demonstrate functionality by effectively alerting me when the suspension has lowered and recommending that I refrain from driving until it has reset, I have refrained from making any adjustments to them. Regards

In order to provide a current status on this discussion topic... The valve block and all associated lines, including the one connecting the compressor to the valve block, were replaced. The observed impact on the automobile's behavior was negligible - at times, the rear suspension would retain its position for extended periods, such as overnight or even an entire weekend, but on other occasions, it would significantly sag when the car was used. Upon doing an extensive search, I successfully identified Aerosus as a firm capable of providing the desired two rear airsprings at a cost of £244.80, inclusive of delivery charges. Consequently, I proceeded to place an order for a pair of such airsprings. The individuals in question came a few days prior, and yesterday I dedicated a portion of the morning to installing the aforementioned individuals. I am pleased to report that the vehicle remained up when I attempted to use it this morning, indicating a successful outcome. However, I then decided to do a thorough examination of the first MB units that were removed. To accomplish this, I removed the exterior dust shields and securely positioned them in a vice. then, I proceeded to inflate them using compressed air from my compressor. Subsequently, I conducted an investigation to identify any potential leaks. With the exception of a little leak observed at the lower steel clamping band of one unit, it seemed that no other issues were present. I am currently uncertain about the nature of the first issue. Nevertheless, it is worth noting the perceived lack of authenticity in the valves used by Aerosus, since they do not seem to be genuine Voss products. During my last endeavor involving the replacement of the lines and valve block, I acquired a pair of authentic Voss valves for utilization with my current units. The process of connecting these valves proved to be very uncomplicated - it only necessitated ensuring that the end was cut in a perpendicular manner and afterwards inserting it into place. The installation of the Aerosus units presented some difficulties, since my attempts to insert the pipe were unsuccessful despite my efforts to gently chamfer the pipe's end. Ultimately, I proceeded to detach the valve and then used the newly acquired Voss counterparts that were salvaged from the previous units. I would want to caution anybody who may be considering pursuing a similar path.

I have just made a purchase of new lines and connectors. The lines were obtained from Hosemaster and possess a maximum pressure rating of 250 pounds per square inch (psi). As for the connections, they are being sourced from Germany and are authentic Voss products. Interestingly, subsequent to doing a leak testing procedure and disassembling and reassembling the rear solenoid valve from its mounting bracket in order to thoroughly clean the surrounding area and inspect for any leaks (while also documenting the component number), the vehicle has shown improved behavior by no longer experiencing nocturnal collapses. Therefore, it is prudent to refrain from making any alterations until the aforementioned system exhibits more malfunctions. However, it seems that the underlying problem may be attributed to either the airlines or, maybe, the valve mechanism. Regards

There are two individuals that advocate for prioritizing the alteration of airlines first. My subsequent inquiry pertains to the optimal means of obtaining the pertinent information. I am intrigued by the concept of purchasing the aircraft in bulk and thereafter adjusting its length as needed. However, I am uncertain if it would be necessary to get new brass fittings at each end as well. Furthermore, it is important to consider how the lines are integrated into each connection. In an online video I saw, the process of replacing a worn-out line included the removal of the old line by unscrewing it. Subsequently, a new brass fitting was inserted into the airspring or valve unit, followed by the insertion of a plastic pipe into the brass fitting using a push-fit mechanism. It is worth noting that once the plastic pipe is put into the brass fitting, it cannot be withdrawn without causing damage to the fitting. Does this assertion hold true in most situations? Any assistance would be very appreciated, or alternatively, a hyperlink to a suitable video resource.

Thank you for your response. I have recently dedicated a few hours to inspecting the underside of the vehicle and doing a thorough examination using soapy water. However, no indications of any leaking were seen. The airline components have a robust construction, with strong polythene lines that are securely connected to brass nozzles at both ends inside my car. The hydraulic system consists of a single feed with a greater diameter connecting the pump to the valve, followed by two smaller feeds branching out from the valve to each individual airspring. When you mention the solenoid alteration, are you referring to the apparatus that I am referring to as the valve, which has one inlet and two outlets? In the W212 model, the component is positioned anteriorly to the rear bumper and posteriorly to the gasoline tank. The most convenient starting point for substitution would likely be the location where I have been unable to identify any leakage inside the conduits. Regards

I own a W212 model, namely the 2013 E Class Estate variant, which is of the AMG designation. The vehicle has accumulated around 80,000 kilometers. During the preceding quarter, the rear self-leveling air suspension of the car has shown occasional occurrences of collapsing overnight. Occasionally, I encounter a situation where my vehicle requires a little period of time to pressurize before I am able to begin driving. Conversely, on certain occasions, I am able to enter the vehicle and initiate driving without encountering any issues. In the majority of instances whereby the suspension has been deflated, a warning message is shown on the visual interface. However, there are infrequent occurrences where no warning message is presented, despite the observable deflation of the suspension. I brought the automobile to a nearby independent automotive service provider, who conducted a thorough inspection but failed to identify any instances of leakage. They recommended replacing the air springs as a customary solution, quoting a fee of £1,250 for the service. Based on my proficiency in using spanners and after seeing a few instructional videos, I am confident in my ability to do the task at hand. However, I am hesitant to invest around £600 in acquiring the necessary Pattern Parts manufactured by Arnott, as I need a certain level of assurance regarding the anticipated outcome. In my perspective, in the event of an airspring leak, it is likely that just one side would experience deflation. Conversely, if both sides were affected by a leak, the issue would manifest consistently upon parking, rather than intermittently. Coincidentally, I often park my vehicle on a flat surface, namely on my driveway. I am inquiring about the existence of a shared location inside the system, whereby a valve, perhaps obstructed by a little amount of debris, may be impeding its correct closure. Can this assumption be considered rational? Are there any other thoughts that individuals may have? Currently, the system is through a brief period of reactivation, which poses no immediate concerns. However, it is conceivable that this process places more strain on the compressor, perhaps leading to increased wear and, in the event of failure, incurring substantial financial costs.

I own a dash cam of exceptional quality, boasting a 4k resolution capability. Additionally, it offers the convenience of interchangeable Polaroid lenses, thus mitigating the issue of windshield glare. An additional feature that may be included is the inclusion of an application that facilitates the downloading and deletion of recorded material. The device is equipped with GPS functionality, allowing for the display of geographical coordinates and speed information inside the recorded film. In my opinion, the use of a hyphen is really effective.

The 2019 V220 saw a decrease in fuel efficiency, namely from 38 mpg to 34 mpg on extended trips, subsequent to a software upgrade. In the local vicinity, the observed levels are comparatively reduced. In order for the cruise control to engage the 9th gear, the speed must be set at a minimum of 70.

It is worth noting that the W203 and W204 models are known to exhibit a notable occurrence of suspension creaking, particularly when the suspension is in a cold state. The absence of a discernible cause and the absence of a recognized remedy are evident in this case. With that being said, it is advisable to do a comprehensive examination of the suspension system.

The action does not provide any discernible outcome. I will proceed with the scanning process as per your recommendation and observe the outcomes. I will provide an update on the matter. Thank you

The functionality is operating without any issues. The engine starts, causing the activation of all vehicle lights, so enabling the commencement of driving operations.

Greetings, I am uncertain whether this is the appropriate subforum in which to submit my topic. I apologize if it is not. I am now encountering an issue with a 2012 Manual BMW 1 Series M Sport vehicle, which has been maintained in excellent condition and has accumulated little miles. The engine had an abrupt failure to start, while the ability to lock and unlock the doors using the key fob remains functional. Occasionally, we were able to start the engine's operation, which would occur again. Subsequently, we would abandon the vehicle for a duration of one hour, just to encounter another instance of failure to initiate the engine's operation. During a three-day period, the vehicle operated flawlessly; but, subsequent to this timeframe, we have been unable to start the car's ignition. The individuals who have contributed to the findings are my father and a close acquaintance, both of whom have retired from the profession of mechanics. Below is a summary of what I believe to be the essential facts: The key fob consistently performs the function of locking and unlocking the automobile, as well as operating the windows, opening the trunk, and other related actions. The engine cannot be started using the Key Fob, despite attempting to use both available Key Fobs. Fresh Duracell CR2450 batteries were acquired and afterwards installed in the fob. Despite our initial confidence that the batteries were not the cause of the issue, this replacement did not provide any improvement. Occasionally, we have achieved successful ignition of the vehicle by using various combinations of button presses. However, we have yet to ascertain a definitive sequence that consistently yields the desired outcome. Activities such as the actuation of the locking and unlocking mechanisms of an automobile, the initiation and termination of the opening and shutting movements of its doors, and the manipulation of the steering column to change the direction of the vehicle. Upon first activation, the automobile exhibited consistent operational functionality throughout many instances of ignition. However, subsequent to a period of inactivity lasting about one hour, the vehicle experienced a recurrence of malfunction. The starter motor was eliminated as a potential cause in our investigation. The battery has been discharged and then recharged. At a certain juncture, we successfully achieved full functionality of the automobile for a consecutive duration of three days. The vehicle was successfully started on six separate occasions when driven to various locations, but had a failure two days ago. On the day of the vehicle's malfunction, another individual was scheduled to transport me to the airport using the aforementioned automobile. This individual entered the vehicle utilizing their own BMW key, as well as my own key. It is worth considering the possibility of signal interference as a potential cause for this occurrence. I find it difficult to comprehend the meaning of the statement. Ever since the day of the visit to the airport, the vehicle has shown a consistent failure to start its ignition system on every occasion, with a success rate of 0%. Three distinct error messages have been seen on the vehicle's dashboard at the initiation of the ignition process. These messages are as follows: The absence of a remote control renders the engine incapable of being started. To operate the steering column, position the remote control in an elevated position. The remote control is acknowledged, allowing for the initiation of the engine (with around 90% fidelity to the original wording). The engine failed to initiate despite attempts to start it. We attempted to place the fob in close proximity to the steering column, specifically in the area marked with a schematic depicting two inward arrows and a key. Additionally, we attempted to press and hold the start/stop button while simultaneously placing the fob near the steering column, in order to prompt the display of the message "no remove control." We continued to hold the button and fob in place until the aforementioned message disappeared. This approach had no positive results, as shown by a YouTube video where commenters often reported success. Additionally, we first contacted the AA (a UK breakdown service) for assistance, but the representative was unable to provide any helpful insights. An attempt was made to connect an On-Board Diagnostics (OBD) device to the vehicle in order to conduct a diagnostic assessment. However, it was seen that the OBD device did not meet the necessary compliance standards. This suggests the possibility that the incorrect device was used for the intended purpose. Obtaining any of the aforementioned outcomes requires a considerable amount of time and effort, as one must experiment with various combinations. I managed to capture images of the second, first, and third options, however I must acknowledge the possibility of inaccuracies in my observations. After conducting many tests, it can be concluded that the fob is not the cause of the issue. This determination is based on the fact that two different fobs have been used, successfully unlocking the doors. Additionally, the possibility of a faulty fob battery, vehicle battery, and starting motor has been eliminated as potential causes. One potential hypothesis that has been generated throughout our current discussion is if the issue at hand may perhaps be attributed to a malfunctioning ignition relay. At now, we find ourselves in a state of profound confusion and are contemplating resorting to the manufacturer's questionable practices as a potential solution, despite the inherent ethical concerns. I welcome any suggestions and inquiries, and I will promptly respond to any queries posed. The user expresses gratitude for the assistance provided.

Thank you for your response. Based on the information provided, it seems that the Sport Yellows would be the most suitable choice for your specific requirements. Alternatively, you may also choose the Bilstein B4-Damptronic, or maybe the updated Bilstein B6-DampTronic, in order to retain the Electronic Damping Control (EDC) functionality. Do you believe that either option would have an impact on the ride height?

Thank you for providing this valuable information. I am satisfied with my present ACS springs; however, a minor reduction in height would be desirable. Thank you for all the responses received, which have provided a wealth of valuable information. I am uncertain about the duration of my automobile ownership, which makes me somewhat hesitant to allocate a significant amount of funds towards the replacement of the dampers. This is an aspect worth considering if I want to retain it for an extended duration.

Thank you for providing the information. Indeed, it seems that changing the dampers would be the most advisable course of action. I was interested in using coding techniques to permanently enable the sports mode for the dampers, as an affordable alternative.

I have installed ACS springs on my F36 vehicle. The conventional dampers have a little rebound effect while operating in eco/comfort mode, however their performance improves significantly when set to a harsher setting in sports mode. I am interested in exploring the possibility of establishing a permanent configuration for the dampers in the stiffer sports setting, or alternatively, enabling the firmer setting to be applicable to both comfort mode and sports mode. I own the coding tools Carly, xHP, and Bootmod3, although I am uncertain about the appropriate first steps to do. Has anybody attempted this or can anyone provide any guidance or recommendations? Despite doing extensive searches, I have had little success in locating substantial information on the subject matter.

I am now experiencing similar issues with my 2001 allroad vehicle and I am interested in locating a knowledgeable technician that specializes in allroad models within the Los Angeles region. Could you please provide me with your references? Thank you.

Greetings, everyone. I have just produced a few new videos and I believe that sharing information about them with the members of this community would be of interest. I also acknowledge the potential curiosity among those present here to get a deeper understanding of the functioning and mechanisms behind their respective vehicles. The first video demonstrates the use of a Faultmate MSV-2 EXTREME device to diagnose issues, modify certain configurations, and see real-time data inside a few of the integrated systems, specifically in the vehicle server mode, on my own L322 Range Rover. In addition, I am demonstrating the wireless connection between my laptop and the device over a Bluetooth interface. Furthermore, I would like to highlight the recent acquisition of a slide-in LCD screen protector. The provided URL directs to a video file titled "EXTREME_SVR_L322.w After the completion of the development phase for our Faultmate MSV-2 hardware, it has been determined that our focus will now shift towards further enhancing our software capabilities. Specifically, our objective is to elevate the performance of our CAN BUS based vehicle modules to a level that surpasses that of other software offerings. The second video demonstrates the significant progress being made in this area, which is expected to be of great interest to owners of Range Rover Sports, specifically Disco 3's (which have the same technical features as the Sport and are generally referred to as T5's), as well as owners of 2005 onwards L322 Range Rovers, among others. This video demonstrates the real-time process of reading, modifying, and writing the cars CCF file, and examines the resulting impact on the vehicle. It is important to acknowledge that the majority of individuals may not possess knowledge about the acronym CCF or its significance. Therefore, in an effort to prevent disinterest among those who are already familiar with the subject matter, I will provide an explanation. In pre-CAN automobiles, the configurations for individual vehicle systems are stored inside the primary control unit of each respective system. In order to modify these elements, it is necessary to access each individual system and make adjustments to the settings or configuration data. This phenomenon was shown in the first video. In the case of CAN bus vehicles, due to their interconnectivity facilitated by the CAN network, the comprehensive vehicle settings and configuration are consolidated into a single control unit. This control unit houses a substantial amount of data known as the Car Configuration File (CCF). Additionally, there are two backup copies of the Central Control Function (CCF) that are kept in other locations inside the vehicle. These backup copies are also written to throughout the process, which accounts for the apparent delay in task completion shown in the video. The Comprehensive Configuration Framework (CCF) encompasses the establishment and customization of several aspects pertaining to the vehicle, including its installed components, available choices, and the fundamental characteristic of being a 4x4 vehicle. Additionally, the CCF facilitates the provision of personalized options for the vehicle. There are a multitude of alternatives, numbering in the hundreds. The equipment provided by the dealer has the capability to modify around 10 customization choices. However, it is possible for dealers to make specific requests to alter the Central Configuration File (CCF) in order to accommodate retrofits. In such cases, the dealer will get a file through email, which may be uploaded to the vehicle. In addition, it is possible for them to restore a vehicle's Central Configuration File (CCF) to its original factory settings. This capability is facilitated by the inclusion of a comprehensive library of "AS Built" CCF files, specific to each vehicle identification number (VIN), on the DVDs they receive. One may therefore potentially comprehend the significance of being able to modify any value or configuration inside the CCF, as it entails a considerable level of complexity. This is mostly attributed to the implementation of a robust cryptographic checksum, which makes the process quite challenging. Dealerships would undoubtedly perceive this capability as highly desirable. However, even individuals seeking to modify their wheel size would inadvertently disregard various factors, including gearbox change points, engine fueling mapping, speedometer accuracy, vehicle dynamics, air suspension settings, and more, if they fail to modify the CCF to accurately communicate the vehicle systems about the actual rolling radius. Hence, possessing this capacity has great importance, and it is understandable that we take much pride in this notable achievement that has been the focus of our efforts for a considerable duration. The provided URL leads to a video file titled "EXTREME_D3_CCF_Edit In the video, it can be seen that the act of programming the Instrument cluster results in a cascading impact of generating errors in other systems due to its temporary deviation from its usual functioning. At now, we are implementing an automated process for rectifying these errors. We are now approaching a significant milestone in the near future, excepting the Christmas holiday, which will bring forth notable progressions. It is important to closely monitor this area. Presented herewith is an expeditiously created visual representation, meticulously illustrating a limited selection of settings. There exists a multitude of concepts that have not been completely understood at now. It is worth noting that there are many visually captivating options available. It is important to acknowledge that some titles may not be accurately assigned at this time.