All Activity

It appears to be a problem with the starter motor. Fairly prevalent.

Were you able to ascertain the nature of the problem?

😑

Thank you! I initially believed it was one of these; however, today I left it to Mercedes as it is under warranty.

I have encountered an issue wherein the starter motor influences the selection of drive mode. It may be that.

https://www.ebay.co.uk/sch/i.html?_nkw=petrol engine&campid=5338181132&customid=2518X1570512Xe93a22757d556808f81ba08dfa35d3f8&mkcid=1&mkrid=710-53481-19255-0&subId2=15&toolid=10001

Please articulate your concerns in English if you require assistance. What do you mean by "getting started"? A plug-in hybrid has initiated operation despite the petrol engine being inactive. Is the petrol engine failing to start smoothly? "Abruptly, when it begins to leap..." "Advances it"? Does it operate similarly to an automatic gearbox equipped with a torque converter? I question whether forum members can articulate "what you may be"; did you intend to convey "what it may be," the issue?

Thank you. I seek assistance, as my automobile remained at Mercedes Stratford for two weeks and was returned to me without resolution of the issue.

A C350e owners club exists here. They may be capable of providing assistance.

Greetings! I possess a 2016 C350e and am experiencing the following issue. The vehicle experiences challenges when initiating Hybrid mode. After a brief moment of contemplation, it suddenly begins to leap, propelling it forward. Currently, I can only utilise electricity or petrol, resulting in a fuel efficiency of 20 miles per gallon, which is exceedingly poor. I would much appreciate any insights regarding my potential identity. Thank you!

The e9x series experienced a battery cable defect; I had mine replaced in an e92 335d, accompanied by a recall letter. Therefore, I presume the issue has been resolved in the f series, as I have not encountered reports of it. Perhaps consult Jason at BWChiptune; you can find them online.

There appears to be an issue with the primary connection to the main fuse panel, possibly related to the B+ terminal, however I am uncertain regarding your vehicle. I believe it pertains to older models.

Greetings, When a charged battery is attached, voltage is present under the hood, indicating that the main cable is intact. Based on my readings, the complete loss of power may have been due to low voltage to the FEM. I believe there will be two or three issues instead than just one. I anticipate acquiring more information tomorrow, although it would not astonish me if I do not.

To experience a complete loss of electrical power, I would begin by inspecting the battery. Transfer locations where battery power traverses the body to the primary cables below; the grounding point from the negative terminal warrants inspection.

Greetings everyone, I seek guidance from anyone who may have encountered a similar situation or can provide direction. I possess a 2013 BMW F31 that has manifested an unusual and significant electrical problem, which I am currently endeavouring to resolve. Several months ago, my nephew was operating the vehicle at approximately 60 mph when it abruptly ceased functioning – the engine stalled instantaneously, the dashboard went entirely dark, and there were no indications from the iDrive or any lights. It failed to initiate on the roadside as well, exhibiting no response. Subsequent developments are as follows: Battery replacement executed → no improvement A buddy installed a new starter motor, as initially thought; however, the car started just once and operated very roughly, with rattling and instability, as if it were lacking voltage. Subsequent to that solitary initiation, it reverted immediately to a state of complete inactivity. A mobile mechanic just installed a fully charged battery; yet, there is still no answer. The iDrive would momentarily display the BMW emblem before shutting down again. The hazard button began to flash autonomously and could not be deactivated. The central locking function operated solely with the physical key. Diagnostics revealed several "low voltage" errors across the majority of modules. The car remains unresponsive to a jump start, even when using heavy-duty cables from a vehicle. As of today, the symptoms have altered once more: The hazard button has ceased to flash. The iDrive is completely nonfunctional at present. There is entirely no inner power, no flicker, nothing - it is more "dead" than it has ever been. The vehicle has transitioned from intermittent low voltage issues to a total lack of electrical power. Considering all factors, I am inclined to conclude that the issue pertains to a significant power distribution failure, rather than an immobiliser/CAS malfunction, a starting problem, or a battery deficiency. The probable suspects appear to be: Failure of the main engine to chassis ground strap (a prevalent issue in F-series vehicles) The primary battery wire from the trunk to the front jump point is exhibiting significant resistance or experiencing internal failure. Damaged fusible link or BST (battery safety terminal) The FEM is losing its B+ or ground supply, rather than the FEM itself being defective. An independent mobile specialist for BMW/Mini is scheduled to assess the issue. However, prior to his arrival, I would want to enquire: Has anyone experienced a total power loss in an F30/F31/F32 while in motion, followed by an inability to restart or accept a jump start thereafter? What was the cause, if that is the case? Any insights from those who have seen analogous issues on the F-series platform would be greatly valued. I seek to refrain from indiscriminately spending on arbitrary components and would appreciate insights on what has effectively resolved the issue for others. Thank you in advance!

I anticipate he will encounter difficulties in achieving his asking price because to the gearbox issue.

https://www.facebook.com/login/?next=https%3A%2F%2Fwww.facebook.com%2Fmarketplace%2Fitem%2F2325342897983187

These are rather inexpensive in the US; I have located a reliable rust-free model nearby that includes air conditioning but need a gearbox replacement.

In 1965, the W112 was terminated and succeeded by the more contemporary W108 and subsequently the W109 series. The initial W108 model was the 250S, succeeded by the 250SE, which was eventually replaced by the 280S and 280SE. This vehicle was owned by a Club member, but I believe it has since been sold.

The 230S was marginally downgraded relative to the 220S, which had been the pinnacle of the pre-facelift W111 series, positioned just beneath the W112 300SE in the previous lineup. Eugen Bohringer successfully rallied a W112 300SE for Mercedes-Benz in the early sixties, and I believe this vehicle is still displayed in the foyer of the Hotel Bohringer in Stuttgart, managed by his family.

The 230S succeeded the 220S as a W111 model, featuring an enlarged 2.3L engine and twin carburettors, along with additional chrome accents to differentiate it from the 220S. Below are several images of my black 230S, which appeared to be in satisfactory condition upon acquisition, despite extensive prior welding work. Unfortunately, significant rust remains in hard-to-reach areas. Additionally, I have included a couple of images of my 220S.

https://www.heckflosse.nl/200230.htm

The 200, 230, and 230S were components of the facelifted, or second generation, Heckflossen, launched in 1965. A notable feature of the blue vehicle depicted above is its retention of the correct, original wing mirrors, which were originally intended for door mounting; however, many dealers installed them on the wings, where they remained functional due to the wraparound windscreen. Upon closer inspection, you will observe them positioned correctly on my black automobile, further down. My friend's 230 (not S) featured the shorter bonnet and round headlamps characteristic of the 190, which remained a W110 but was equipped with a six-cylinder engine, now up to 2.3L. This was essentially a sequel to my Ponton 219 W105, which was really a 190 equipped with the six-cylinder engine from the larger 220. Further information is available on the heckflosse.nl website, which offers engaging content.

Nonetheless, a V5C was issued in August of this year, suggesting that someone may be preparing to restore it or consign it to the banger track.

https://vehicleenquiry.service.gov.uk/VehicleFound?locale=en