Black_raven

More knowledgeable individuals will provide you with the exact figures soon, but the heuristic I have always understood is that around eight hours of driving is required to recharge a fully depleted battery to an effective full capacity. This is nonsensical, since it will differ from vehicle to vehicle, drive to drive, and battery to battery. This negates the notion that a thirty-minute run (or two thirty-minute runs) suffices to recharge your battery to its maximum capacity. ("Sufficient to initiate the vehicle a second time?" Certainly) Unresolved inquiries: Why was the battery depleted if it had been trickle charged? Are you implying that you just performed a trickle charge when interacting with the head unit, rather than for the whole week? What is the date inscribed on the battery that they purportedly installed?

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Depending on the vehicle, installing a fresh tire on one side beside a worn tire on the other side results in disparate wheel speeds, which the system detects as an anomaly and triggers a fault alert. I had similar incident with a new Vauxhall Vectra during my tenure with business vehicles. I would guess that the ABS system on that vehicle (around 1996) would be quite rudimentary by contemporary standards; but, if the malfunction manifested subsequent to the wheel replacement, it may warrant consideration prior to incurring expenses for new components.

Provided they have determined that the sensors are defective rather than the ring in the front wheel bearing that the sensor monitors. Additionally, are two sensors malfunctioning simultaneously? Have you recently performed any tire or brake maintenance on the vehicle?

Project number 51147044207

https://www.realoem.com/bmw/enUS/showparts?id=BT53-USA-06-2003-E85-BMW-Z4_30i&diagId=51_4901

It seems to be 70mm. Enter your VIN into realoem.com and examine the trim/emblems section. If you want to retain the vehicle, I recommend purchasing authentic BMW parts, since replicas tend to deteriorate rapidly.

The ambiguous phrase HHT may refer to Hand Held Tester, which I do not own, rendering it unhelpful at this juncture.

Thank you for your assistance and expertise. The baggage blind is obscured by installing a large nut on the bling pin hole. All limit switches from the roof mechanics and roll bar have been tested for resistance both independently and with wiring to connector N52. The proper functioning of voltages is verified by all limit switches in accordance with the supplementary directives outlined in the WIS DTC memory diagnostic instructions. However, it is reassuring to acknowledge that they may still exhibit faults. I have already invested much effort in testing them, but I must continue. The only error code produced by hhtwin was B1650; I would want to have the enhanced extension number. I believed that the DTC memory diagnostic instructions for blind B1650, with all tests and measurements, would suffice without the need for additional extensions 00-12. Indeed, I would be aware of the potential causes of the problem associated with the expansion. It is still hypothesised that B1650_06, the maximum permitted duration for soft top activation of the soft top compartment open limit switch (S83/5), is responsible for the error code, since this occurs after all operations cease and no further actions transpire. I must engage more extensively with these items. Conversely, the WIS soft top diagnostic troubleshooting manual indicates that the symptom "steady illumination of the malfunction indicator lamp in the soft top operation switch (S84)" occurs while the vehicle is stationary and the power soft switch is not engaged. That is somewhat accurate. A constant light is illuminated (S84), however the cover is partially engaged (the compartment lid is somewhat retracted inside, but not extended outward). Even with the use of a specialised Mercedes tool... Remedy for the symptom. "Soft top or soft top compartment cover improperly secured, line or fuse circuit 30." I cannot comprehend circuit 30 more clearly. Instructions are provided to verify the locking mechanism. Both limit switches are functioning well; nevertheless, the lock necessitates considerable force when used manually, even with the hydraulic fluid removed. There are additional instructions to articulate the real values of HHT. I cannot comprehend the meaning of it. Additionally, some forums indicate that the method may need additional equipment, such as verifying if the rear windows are down. I am uncertain if an incident involving the compartment lid lock may impact the functioning of external equipment, such as the window or rollover bar, thereafter. Is it only the limit switch chain if the compartment lid opening operation has already commenced? I have observed the current pricing of the spare parts. There is no need to repair my roof if the cost of replacement parts exceeds the whole worth of the automobile. It is regrettable since the automobile is very appealing and I like it. This is why proficient expertise is very valuable. Thank you once again.

I really appreciate it. DAS was unable to access my Rollbar/soft top module. The basic code B1650 was readable by hhtwin. I am uncertain how to get the more precise extension, but I will endeavour to locate it. Is there a list of potential factors that may inhibit the cover from opening while the soft top is stored inside the compartment cover?

Greetings, I am experiencing an unusual issue with my W208 soft top. The roof opens properly, but I am unable to shut it using switch S84. The S84 switch performs a 1-second self-test on power-up without issues for open/close operations. The s84 Switch is continuously illuminated when I attempt to shut the roof. The compartment cover attempts to descend somewhat when I am closing the roof; nevertheless, it does not open at all during this procedure, unlike while it is being opened. When the roof is in the compartment, the cover does not open, which I suppose is causing an error code due to excessive opening time. DAS is displaying fault number B1650 for the limit switch, however I cannot ascertain the specific extension code. I have verified all the limit switches according to the WIS resistance and voltage tests, and they all seem to function perfectly. Suggestions for further actions would be much appreciated.

Have you reached a decision?

Both days are OK for me; please consider the opinions of others.

Typically, it is the reluctor ring rather than the sensor that is at fault. My C219 has suddenly begun notifying me about tyre pressures; there are no fault codes, but the shadow memory indicates that the left sensor's height is at its limit. Both sensors and the ESP had a communication error (note: not genuine fault codes). Replacing the sensor and ring resolves the issue. Obtain live data initially, or replace the sensor/ring with one that has additional codes. From a diagnostic perspective, they are interconnected, resulting in the activation of all components.

Outstanding performance! Exquisite vehicle!

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Ninety percent of this

It is prevalent among several models. Examine A, GLA, or B Class.

A perforated rubber grommet serves as the sealing point for the pump within the reservoir. It becomes clogged and necessitates thorough cleaning (or replacement). There are YouTube tutorials but essentially remove n/s/f wheel, loosen clips and pull back the wheel arch liner, lever the pump out of the reservoir and raise clear. Restore it to its original condition and reassemble it.

Indeed? Do you imply that it may not have functioned properly before, but is now operating correctly following the repair?

Certain variant I concur with a variation of 1 or 2 degrees; nevertheless, this fluctuation involves a decrease of approximately 20 degrees followed by a subsequent increase, occurring consistently on every journey several times.

I share your understanding that the optimal operating temperature should be maintained at 90 degrees for efficient performance; excessive temperatures may lead to overheating, while insufficient temperatures result in increased fuel consumption to achieve the desired operating temperature. I have possessed this car for only a year, yet it has not exhibited this issue before the repair, which indicates the necessity of reevaluating the previously conducted work.

Greetings, Guy, I possess a 2020 GLC 300d, which was taken to Mercedes for repairs owing to coolant loss. The temperature sensor and intercooler were replaced. I received the automobile back, now exhibiting a new malfunction. The coolant loss has ceased; nevertheless, the temperature gauge fluctuates, reaching 90 degrees Celsius before intermittently descending to approximately 70 degrees, then returning to 90 and subsequently lowering again to 70, although it can also maintain stability at times. It appears to be contingent upon the mood. It may occur during a brief trip or an extended continuous voyage. I returned it, and they changed the thermostat; however, the problem persisted. They returned once more and replaced the coolant pump; nevertheless, this did not resolve the issue. They are now asserting that it is typical, a claim I find unconvincing considering it has not exhibited this behaviour previously. What are your thoughts?

Extract it and transfer it to a USB flash drive is my solution.

As previously stated, the older 2.1 variant (not the 651 engine) is equipped with a duplex chain, which is unusual for these to have elongation.