AmericaMonster

https://www.carandclassic.com/car/C1963173

The optimal season to consider a convertible, as opposed to Easter. Evaluate Investing somewhat more in a well-maintained, fully functional example devoid of rust, as opposed to opting for a less expensive option requiring over £1,000 in repairs, servicing, brakes, tires, suspension, etc. Within one to two years, you would achieve a break-even point. The SLK will be the less pragmatic yet more enjoyable choice, having owned and now owning both. A V6 is appealing, but a four-cylinder engine serves as a sufficient entry-level option; nonetheless, both options are not economical in terms of operation and taxation. Regrettably, I must assert that an MX5, provided it is free from rust, ought to be included in your list of potential purchases. The burgundy SLK appears aesthetically pleasing. Pragmatic wheels for our thoroughfares. However, while you may experience diminished possibility for regret, your initial budget may need to be augmented. Although there are options with greater distance to consider Enhance advertisements to facilitate improved commentary on the forum. Only a singular thought. The R171 SLKs lack spaciousness for taller individuals, such as yourself or your spouse, however this is typical for most two-seaters. Additionally, it is advisable to avoid the diesel variant.

Simultaneous oversteer and understeer? Is it not more accurately described as moving laterally?

I will send images tomorrow morning. The rear is now lowered; however, they cannot level it with the front due to the absence of the front lowering links, which prevents calibration. One side of the front is elevated compared to the other, and I am uncertain of the reason, since HR springs are placed at the front. During my last experience, I transitioned from comfort mode to sport mode, resulting in the rear suspension losing its reduced characteristics, which I was unable to restore, prompting me to return to the shop. They lowered it again but indicated that it would not remain in that position.

I saw them; the only difficulty is that it requires a 40-minute journey. However, I believe it would be prudent to avoid engaging with this triviality.

I need to do more study; also, I have already acquired and installed the links.

Indeed, it is a valid observation; I am now in Bristol.

Indeed, I purchased the item, and it is already fitted; nevertheless, it has not been lowered.

Precisely what I anticipated, and are they only for the rear? I now have adjustable lowering links fitted at the rear.

Coils in the front, air suspension in the rear. They mentioned the need of levelling the headlamps, but encountered difficulties in lowering the automobile. They said that they cannot correctly lower both the front and rear without additionally adjusting the front lowering links. I see that they lack a comprehensive understanding of the process. Is it not really a plug-and-play situation where the vehicle autonomously adjusts for the decrease without requiring any coding? Consequently, individuals like them due to their simplicity compared to Renntech's lowering module.

I just acquired a 2012 CLS 63 and immediately want to lower it. Consequently, I conducted research and found that the consensus was to need HR front springs and rear adjustable lowering links. I ordered two items and took them to my local store for installation. They fitted them but informed me that lowering was not possible without front lowering links, something I had not seen in my research. They claim it requires hours of calibration, although all the videos I have seen on YouTube suggest it is plug-and-play. Are they attempting to extort me, or am I erroneous in my assessment, or does it differ across certain models? Any assistance would be highly appreciated prior to incurring any expenses on this matter.

I have previously installed Bilstein springs and shock absorbers; they are an OEM supplier. However, as Olly and Kenny have indicated, the springs originally installed on your vehicle are customized for your specific car, considering the equipment that is either present or absent. This is why dealers reference the springs using the VIN. Historically, a 'points' system was employed to aggregate various options, assigning specific point values to equipment installed in vehicles, which subsequently determined the appropriate spring specifications. New, original springs are marked with colored paint to indicate their distinct spring rates tailored for individual automobiles. Aftermarket springs, such as those from Bilstein and similar brands, are generic replacements that match the quality of original components; nevertheless, they do not accommodate the many choices installed in different vehicles. To some extent, you can fine-tune the vehicle by utilizing various spring pads of differing thicknesses, denoted by the number of 'bumps' on their edges. However, this adjustment will only influence the static height of the car when stationary. While aftermarket springs can achieve the same height, differing spring rates may alter the vehicle's behavior under dynamic conditions; specifically, the new springs may exhibit greater or lesser stiffness compared to the originals, resulting in varying deflection under load. Additionally, the spring rates may not be linear, as extensive engineering can be applied to allow for comfort during minor deflections, while increased compression may lead to heightened stiffness. Certain springs are specifically engineered, and typically are, to be utilized in conjunction with compatible adjustable shock absorbers; therefore, instead of merely replacing a damaged spring, it is preferable to consider a complete set of springs, spring pads, and shock absorbers to maintain uniform spring performance on both sides of the axle and ensure optimal functionality of the vehicle. The use of distinct springs on the same axle may provide significant risks, since they might respond differently under strong braking or while turning in various directions. I cannot provide additional guidance; however, if you choose to pursue this option, consult the manufacturers' websites. Previously, I have installed aftermarket springs and shock absorbers on several of my vehicles, but I was replacing an entire set of old, corroded springs and worn shock absorbers, rather than merely a single broken spring. I was only replacing old components with new ones, not attempting to lower the vehicle or anything of that kind. While examining Bilstein, their website offers much information; nevertheless, you will be installing generic springs instead of custom ones specifically designed for your vehicle. It is recommended to install compatible shock absorbers that are intended to function in combination with your springs. Others may provide more guidance beyond my capacity. As previously mentioned, considering your statement that the two springs (or possibly just the one on the opposite side) on your vehicle were replaced approximately a year ago (regardless of whether they are front or rear, the same principle applies), and assuming they were authentic M-B springs procured from a dealer specifically for your vehicle; if one spring has failed for any reason (which can occur) and you are confident that the other spring is in perfect condition, you may be able to order just a single spring from the dealer using your VIN. I would refrain from installing an aftermarket spring on one side while retaining the original spring on the other side. Upon reviewing your message, it seems that you changed one spring last year, and now the other has malfunctioned. If such is the case, I would return to the same dealer to get an identical spring, matching the one installed last year.

https://www.mercedes-benz.co.uk/passengercars/services/recall.html

It may be sporadic until it becomes consistently operational, I suppose. Utilize new AdBlue if the existing supply is older than about 12 months.

I assume you are referring to the NOX sensor.