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There may be a brief circuit someplace. Are there any codes available? What is the voltage of the battery? Do the E90s not possess an intelligent battery sensor? The device may not be entering sleep mode properly, as it sometimes wakes up, runs a check, and then returns to sleep mode. The little red lead is linked to the negative terminal of the battery.

The diagnostic test indicates the quantity of replacements required. If it is diagnosed with the appropriate MB equipment. Typically, only one occurs at a time.

The noise you have described might perhaps originate from the front differential. However, I am not knowledgeable about the multitronic gearbox to confirm if the front differential and the multitronic box share the same oil. If the sound were depending on the revolution speed, the tone of the sound should exhibit more variability, not only when the foot is lifted from the accelerator pedal. In my opinion, the sound is unrelated to the engine's revolutions but rather to the act of decelerating by using the engine or gearbox. Are there any discernible characteristics other than the sound? What is the level of acceleration and handling?

Examine the two options by navigating to the Interior Features section and selecting Audio & Connectivity. Compose an email to your dealer about the touch capability of the device, if you were informed about it.

https://www.mazda.ca/en/vehicles/cx-70-phev/specifications/?trim=YXLP85/AA00

https://www.mazda.ca/en/vehicles/cx-70-inline6turbo/specifications/?trim=XXLF85/AA00

The CX-70 PHEV lacks touch capabilities in Canada. The 12.3 inch screen is only available on the Premium MHEV variant. Our device has a 10.25-inch screen that is absent of the mentioned feature. In order to discover this information, one must carefully examine the specifications, and even my auto salesperson made an error while we were discussing the vehicle.

It is unlikely that the component looks the same but lacks touch screen functionality, indicating that it is likely locked by software. I am uncertain if this is an unusual safety precaution exclusive to Canada, because my prior CX-5 vehicle allowed for touch screen usage when the vehicle was stationary.

I purchased a CX-70 vehicle in Ottawa and I am experiencing the same problem with CarPlay.

I hardly use the flappy paddles on the SL; in my view, the automatic gearbox performs well.

If the wipers are in the off position and completely parked, they may seem to be positioned too high on the windscreen. Has the windscreen been substituted? It seems that the wiper arms were disassembled and then reassembled incorrectly. I am unsure about the CX30, but most of the newer vehicles I have had or now own have black hash markings on the windscreen. These marks are used to correctly position the windscreen wiper arms if they have been taken off.

Upon closer examination of the booklet, I discovered that the option for comfort suspension is available for the AMG sport model, and its corresponding code is really 485, thereby resolving any confusion. Someone opted for the AMG sport pack on the vehicle and subsequently lowered the suspension, which is the only component that really has a significant impact. They spent £3k on a distinct front bumper, narrow tyres, and floor mats, which seems peculiar to me 🙂 Based on this information, I placed an order for B4s with confidence, since they seem to be the correct length, with a little margin of error. They provide somewhat more cushioning on uneven surfaces, but the difference is not significant, but they still need to be worn in. The damping has been improved, exhibiting more compression. Consequently, it no longer experiences excessive downward movement while traversing speed bumps or during braking. In addition, when cornering, the body roll is more gradual as a result of increased compression damping, which is rather pleasant. I will drive several hundred miles to assess the extent of the overall improvement in comfort. Although still fairly sporty, the car provides a pleasant driving experience, which is just what I like in a vehicle of this kind. The previous shocks exhibited a significantly reduced level of smoothness throughout the process of removing them from the automobile. The shafts emitted a high-pitched sound - it seems that a certain coating may have worn off, since they lacked the smoothness of the fresh ones when touched. Perhaps the loss of gas pressure occurred due to the little return of the shaft after compression. I believe that spending £400 on a high-quality automobile is a wise investment that will provide satisfaction for a considerable period of time. Before undertaking the task, ensure that you possess a 21mm pass-through socket and a sufficiently long T45 Torx bit to remove the top nut from the shaft on the front. Once the spring has been crushed with compressors, naturally!

I recently made a phone call to MB in Cardiff. They engaged in a subdued chat away from the phone, perhaps discussing codes. They confirmed that the vehicle really had sport suspension, or at least it did when it was brand new.

I own the E/S/M button, as well as vented discs, however I am aware that these components are not original. Upon additional research, it has been suggested that it is possible to choose the AMG Sport package and subsequently choose the comfort suspension package. That might explain why the VIN decoder indicates 485 for comfort running gear instead of 486 for sport. If the value 485 is accurate, then the corresponding component number is A 218 323 15 00 as stated by mbepc, which aligns with B4s according to Autodoc. This is great news since they are much more affordable.

When I entered my vehicle and engine details into mbepc, I saw that sport suspension was displayed as an option. This suggests that my car is not being mistaken for the genuine AMG 63 model. I informed Bilstein about my possession of sports suspension, and as a result, they provided me with B8 component numbers.

I cannot provide assurance that these are the authentic originals. The shocks do not seem to be original, suggesting that someone may have replaced both of them. There are many springs mentioned in mbepc, each marked with various colours. Therefore, I will need to verify and determine which one I own. The connection to the VIN decoder is intriguing. The text mentions 'comfort running gear' first, but later on, it also includes the 'AMG SPORT PACKAGE'. The AMG sport package is included in the original pricing list with the following information

By what means? I anticipated better manoeuvrability, and I am concerned about the noticeable decrease in comfort. The car is an estate model, sometimes known as a shooting brake. While I have the ability to replace the springs in the front of the car, the back springs are really airbags. The spring rate of these airbags is pre-set and controlled by the car's computer system.

Greetings, I own a 2013 CLS 250 CDI shooting brake. The V5 document identifies it as an AMG performance model. In my opinion, the shocks seem to be worn out, much like the rest of the chassis. Additionally, they see a need for rejuvenation. I had difficulty in finding matching part numbers for the present shocks on several parts sources. However, while visiting mbepc.net, I discovered that the component numbers I possess are not listed for my car's sport or normal suspension. It seems that someone has substituted them with more pliable versions, either to economise or enhance comfort. The front suspension exhibits a considerable amount of softness, resulting in noticeable diving while braking or traversing speed bumps. Through the process of cross-referencing the component numbers, I have determined that the front suspension is a Sachs model, while the rear suspension is a Bilstein B4. Although I am not typically an enthusiastic driver, I believe it would be beneficial to replace my current springs with ones that are compatible with AMG reduced springs in order to get optimal performance. MB provided a cost of £950 for the purchase of all four dampers, however I can get the appropriate shocks from Bilstein for about £850. The decision at hand is whether to choose the Bilstein B8/6 shocks or the OEM sport shocks. Has anybody experienced driving both vehicles?

It is not possible to permanently deactivate the safety systems, since they are designed to reset with each drive. This limitation might be attributed to European bureaucratic regulations. To access the developer/diagnostics menu on the Connect system, you may hit a certain sequence of buttons. However, Mazda does not provide the current Firmware information to the public, making this process somewhat futile. Manipulating your automobile might potentially result in rendering it inoperable. To see the release numbers of your Infotainment software, go to the Info section of the Connet Menu. To determine whether you have the most recent version loaded, use the 'check for updates' feature. Are you unable to determine whether acceleration technique is faster by seeing your own car?

The answer is contingent upon several factors, doesn't it? With enough study and effort investment, it is possible to achieve a level of proximity suitable for road use. If you want to optimise power, the only viable method is to use a dynamometer, since it allows for the visualisation of power curves.

All the information provided is accurate. The AFR target table does not play a significant role in the fuel calculation process. The purpose of using it is just to compute a correction factor that is applied to the current VE value when closed-loop fuelling is enabled. Open loop fuelling does not use it whatsoever. The fuel calculation mostly relies on your VE table, dwell/voltage offsets, and engine setup parameters, such as injector size and engine size. It seems that you may have had a detonation or spark plug failure at those specific engine revolutions per minute (rpm). I would have anticipated its manifestation to occur throughout a broader variety of revolutions, however there is a possibility that my assumption is incorrect. 11.5 afr is far more secure. My vehicle is equipped with a turbocharger and designed for track use. However, it is specifically designed to achieve a wide open throttle (WOT) objective of 10.7 seconds at 10 pounds per square inch (psi) of boost pressure. This results in a power output of around 260 horsepower, thanks to the installation of a rather big turbocharger. In all honesty, I find this to be slightly excessive. I would prefer a range of 11-11.5 instead. However, I have confidence in my tuner. The only drawbacks are a slight increase in oil dilution, which can be mitigated by more frequent oil changes (which will be necessary anyway since it is a track car), and higher fuel consumption. On the positive side, I should experience lower cylinder temperatures and improved resistance to detonation. A 5-10% level of authority seems accurate. The performance of my race car is around 5%, whereas that of my road vehicle is 10%. While some individuals, known as road tuners, may increase their speed by up to 25%, it is important to note that this approach is very ill-advised and lacks effort. It has the potential to be a significant and hazardous issue if a sensor were to malfunction, since it may lead to a substantial deviation from the real VE table. Consider the scenario when you are operating the engine at maximum power and suddenly the engine control unit (ECU) chooses to reduce the fuel supply by a significant 25%. This abrupt reduction in gasoline might potentially cause severe damage to the engine.

It is not advisable to depend on AFR target tables for tuning. It is advisable to ensure that the VE table is as accurate as possible. Then, adjust the AFR target tables to align with the VE table. Finally, set the wideband authority to a small percentage to allow for minor adjustments, if necessary. The objective, however, is to ensure that the map is accurate and does not need any adjustments from the WB in order to get your desired outcomes. When using autotune with autotune, it is important to have accurate targets to guide adjustments to the VE table. Additionally, the WB PID calibration must be carefully set up to ensure smooth adjustments. Furthermore, the VE table should be consistent and free of irregularities to allow the WB to signal smooth adjustments. If there are significant deviations or erratic variations in the VE values, the wideband (WB) system will transmit substantial fluctuations to the autotune feature in an attempt to rectify the situation. However, if the PID (Proportional-Integral-Derivative) configuration is not adequately established, these signals will exceed the desired range and cause oscillations, leading to inaccurate adjustments in neighbouring cells.

In the W203, I believe the issue arises from a deteriorated grommet on the bonnet release cable, where it passes through the bulkhead. It is only accessible when paired with a newly manufactured cable assembly. Indeed, if the bonnet drains are obstructed, all possibilities become uncertain.

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