Anhartic

Understood. Are there other methods to verify it? All the information I have seen indicates that the EGR is becoming stuck in either the open or closed position.

I will do that; do you have any suggestions on what to examine if it is not an EGR problem?

There are two slender tubes connected to the EGR system in my vehicle. Would it be safe to operate the automobile if I detach these two tubes? Should I remove one hose, and if so, should I secure the severed hose or leave it untethered?

Hello everyone, my 118d automatic, 59 plate, has intermittent stuttering and then stalls while decelerating to a halt. This issue occurs only when the engine is cold, primarily during the first mile of driving. Last year, I replaced the gasoline filter, which significantly decreased the frequency of stalling; nevertheless, it now occurs almost every morning. The vehicle restarts without issue after stalling, and there are no warning lights illuminated on the dashboard. I believed the filter was expected to last for more than a year. Is it possible that it is anything different? Would it be advisable to remove the EGR for the purpose of cleaning it? Additionally, I am uncertain if it is pertinent, but the engine operates with considerable noise and roughness at idle. I replaced the belt tensioner last year, which significantly improved performance; however, could the tensioner require replacement once more? Are these issues interconnected?

However, they are not subjected to emissions testing at maximum revolutions, unlike diesel engines.

I agree; it is beneficial for assisting me in passing the examination. However, it is rather deceptive to do the test at 3000 RPM whereas my ALFA was required to perform the same test at about 5000 RPM. This is only a topic for discussion.

I have not had a testing license since the late 1990s, and that examination began in 1994. To my knowledge, there were no software limitations on derivatives at that time, just the governor. Several individuals involved in tuning, who had elevated governors, expressed dissatisfaction with the alterations at that time. I recall having a few snap belts. A warning was sent about the belt's impending replacement owing to mileage; yet, he persisted on testing it since he need the vehicle. "SNAP!" Vehicles with malfunctioning or removed limiters are often evident from the first rev, resulting in an immediate and significant failure. This is inequitable, since my automobile will not undergo a comprehensive assessment at its limit, perhaps emitting excessive smoke at 4000 RPM without detection at the testing facility.It does not, by the way!

I observed some time ago that my vehicle (OM642, 231 horsepower) does not exceed 3000 RPM in neutral. Initially suspecting a malfunction or limp mode despite the absence of an engine management light, I conducted research and discovered that this behavior is typical for my engine and is functioning as intended. It rebounds off the governor when engaged and in motion. This prompted me to contemplate the MOT, which I have scheduled for this Thursday. The diesel MOT includes revving the engine to the limits a maximum of 12 times for emissions and smoke testing. However, it is likely that my automobile is providing a distorted result owing to the restricted revolutions while stationary. Is this component part of the emissions manipulation program or only a mechanism to save the engine from over revving and potential damage? I was formerly a tester, and upon reviewing the current handbook, it is evident that it addresses a prevalent issue, stating that "if the engine revs are limited by design or software, it should be tested as presented." It seems rather deceptive, since it would undoubtedly emit more pollutants near the redline than at a modest 3000 rpm. Any observations?

I considered purchasing a second-hand laptop just for ISTA, but I ultimately concluded that I do not want to risk damaging it.

I am due to get an exchanged steering rack with an electric power steering motor and have been informed that it will need coding. Am I capable of doing this task myself, and which diagnostic instrument is suitable, or should I consult a garage?

http://www.replacementmercedeskeys.co.uk/contact-us/

The immobiliser will disengage when a functional key is inserted into the ignition lock. A locksmith cannot create a new key without the capability to program it for your vehicle. This implies the utilisation of Mercedes hardware, which I suspect a local locksmith may not possess. This company can fabricate a new key; however, they are located in Birmingham. A house visit may be financially burdensome. Contact them; they might be able to assist. If that fails, search for Mercedes' primary supplier locally on Google.

Present your V5 and an identification document, such as a passport, at a main dealership to request a new key. Anticipate an expense of approximately £300 for a replacement key.

Is better to go to a dealership !