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The battery was completely charged as we awaited the arrival of the new loom.

It appears to resemble a depleted battery.

The battery is completely charged. The vehicle was in continuous operation until the loom malfunctioned.

Is the battery still robust after being allegedly unused for an extended period?

I have verified them, and they are both satisfactory. The starter rotates unimpeded when linked to an energised wire. It also participates in the flywheel.

It may be a defective ground strap or a malfunctioning starter motor.

I have substituted the engine loom and verified all fuses and relays, all of which are functioning properly. The engine fails to ignite. The starter activates as though attempting to rotate the engine but fails to persist. The engine can be manually rotated via the pulley, indicating it is not seized. I connected to Ista, which displays many problems; upon clearing, some reappear while others do not. However, I am confident it should still start regardless. I am currently perplexed. I have also replaced the DDE relay. Requesting assistance, if possible.

Which hose must I detach to introduce air and expel the majority of the coolant from the system? Clearly, when I proceed with this, the thermostat will be closed; hence, I may need to detach multiple hoses surrounding the thermostat housing. Which hoses would facilitate this process?

I utilised a cordless blower in the expansion tank until no fluid emerged from the drain faucet; nonetheless, only approximately 3-4 litres were expelled.

It will not completely expel all of it unless air is forced through the system, likely a significant amount within the engine block and the vehicle's heater.

Can someone inform me of my error? I am attempting to empty the cooling system, with the heater set to high. I have opened the drain tap at the bottom of the radiator and removed the cap from the expansion tank, nevertheless only approximately 3-4 litres have been expelled. What additional steps should I take?

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I wanted to verify the model of the D1S bulb in my vehicle. The one currently malfunctioning is a Philips Zenstart, while the other side features an Osram Xenarc. It appears that matching is unnecessary, as I have not observed any differences in hue or performance among them. I believe I will choose for the Osram to complement the other one.

I attempted to replace a bulb in my W211 with a lesser-known brand to economise, but it resulted in flickering and ultimately failed to function. Proceeding to Osram encountered no difficulties. I believe I ultimately procured them from Amazon.

Consider Amazon, as they occasionally have promotions.

Valid observation

Always substitute in pairs.

Indeed, they are quite expensive!

https://www.autobulbsdirect.co.uk/

The light appears to be malfunctioning. Please examine this for fitting and related details. Additionally, a commendable company to engage with. When I needed to replace mine on the W211, I purchased Osram.

The left headlight bulb has begun to exhibit a yellow hue, while the right bulb remains a bright white/blue tint.I have not previously owned a vehicle equipped with HIDs, but research indicates that this may signify impending failure. I require one. I believe it should be a D1S bulb. Do all individuals concur with this, and are certain options superior to others, or are they largely equivalent?

I will attempt this upon retrieving the car on Friday and inform you of the outcome. If it fails to function, I believe it may be time to exchange it. Thank you once more.

superb In that instance, utilise the following as a step-by-step guide to assist you. One. Initiate ISTA and Establish Connection Attach your ENET or K+DCAN cable. Launch ISTA+ (Rheingold). Proceed to: Operations → Retrieve vehicle data → Full identification Allow ISTA to identify the VIN and retrieve the control unit hierarchy. Two. Conduct a Fault Memory Assessment Navigation sequence: Vehicle management → Diagnostics → Fault memory → Retrieve fault memory Authorise ISTA to scan all Electronic Control Units (oecus). Search for codes that reference: “Terminal 30 awakening” “Sleep mode inhibited” “Excessive closed-circuit current” “Elevated battery depletion while stationary” When a fault text specifies a particular ECU, take note; this typically indicates the module activating the bus. Three. Access Power Management History (the crucial step) Navigation sequence: Vehicle data → Control unit hierarchy → CAS (Car Access System) ↑ Functions → Power Management → Energy Diagnosis / Power Management History A table will now be displayed as follows: Date/Time Event Wake-up Reason Remarks 11/10 23:41 Vehicle activated TCB (Telematics) Remote call 11/11 01:03 Vehicle activated IHKA Climate request Convey it in the following manner: The “Wake-up cause” column names the control unit that kept the system alive or woke it up. If a module recurs — for instance, “TCB” or “CAS” — that is your suspect. Four. Verify Live Current Draw Navigation sequence: Vehicle management → Troubleshooting → Functional structure → Body → CAS → Test plan → Power management: Measurement of current in closed-circuit Subsequently: Secure the vehicle (simulate key extraction, terminal 15 deactivated). Allow approximately 25 to 30 minutes. Observe current draw: < 50 mA → normal sleep. > 100–200 mA → something’s awake. ISTA frequently designates this as "Vehicle not entering sleep mode." Five. Optional Guided “Energy Diagnosis” If ISTA presents you with a Test plan for Energy diagnosis or Battery discharge, please pick it. It automatically walks through: Battery history (State of Charge, State of Health) Sleep and wakefulness records Wake-up counters per module This test plan can generate a report enumerating the specific oecus responsible for wake-ups.

Thank you for the guidance, Engrol. I possess a copy of ISTA, but I am uncertain about its use; therefore, your guidance has been immensely beneficial.