BizarreBleak

The vehicle is not configured for Xenon headlights. One cannot only interchange them and expect functionality. Various connections, ballasts, and coding will be necessary. Additionally, if there is a preexisting issue that need attention.

What necessitated the installation of new headlamps? Did the vehicle previously had Xenon lights?

The phrase 'sold as seen' is unlawful unless one is a merchant or operates a business. The trader cannot compel you to relinquish your consumer rights if you are a private consumer. If you are aware of your purchase and wish to be equitable with the trader, then rectify it independently. Legally, the trader is obligated to rectify the issue, unless the purchase was made for trade or business purposes.

Does this resemble what it appears to be?

Did you purchase the vehicle from a dealer or through a private transaction?

It seems that you need a camshaft sensor. Position 40 in the first diagram.

This is the CPS for an M113 V8, identical to the V6 variant and several others. Measures the pulses from the starting motor ring, which is affixed directly to the crankshaft. Are you maybe seeking the camshaft sensor?

That is fantastic! I was unaware of the application, but upon examination, it precisely meets my needs. Thank you!

Indeed, the feature was included in the EV6; however, it is not in the EV3 Air, necessitating the usage of a fuse tap.

Initially, I believed that the fuse compartment behind the steering column would have a list or diagram; unfortunately, it does not. I am seeking to use an available slot for wiring a dashcam and, instead of testing each slot, I am consulting the instructions for guidance.

Has anybody located the schematic of fuses or layout for the EV3? I have thoroughly examined the 500+ page handbook but have not yet located it. Thank you.

Maintaining pressure on the lock button on the remote for an extended duration will retract the mirrors. I am not persuaded that it can be coded in. It is worth attempting. Salutations

It only provides information in 20 mph zones; for 30 mph, 40 mph, and other limits, it only indicates the speeds without more details. The one issue is that I have activated silent mode; for instance, when it detects proximity to a school, it engages electric vehicle mode. I will get photographs.

It seems to emit a beep alone while transitioning between 20 and 30 indicators. While travelling, you see a 20mph speed limit sign. The vehicle will emit a beep if you are travelling at 23, among other speeds. However, it will cease operation if encountering a 30 mph sign. Travelling at 33 mph is acceptable in a 30 mph zone, but there are only 20 mph signs present. Although the detection for schools is on, there are no indications of children crossing on my heads-up display or the vehicle console when it emits a beep. The problem is that it does not let me to retain "for info only" as an option. I will capture some photographs and return to everyone shortly.

I have had my Niro 4 HEV 24 (lease) for one week. Speeds beyond 20 mph are OK; the vehicle indicates that the speed is appropriate. However, below 20 mph, it emits incessant beeping. I have chosen the information alone on the speed advisory menu, nevertheless it defaults to emitting beeps and announcing the speed regardless of my attempts; I am unable to "save" the adjustments. At 30 mph, it is OK; but, at 33 mph, the indicator goes red without emitting a beep. This pattern persists at 40 mph, 50 mph, and so forth. Any suggestions?

This project is a joint effort of engineers from Germany and Italy. That is the current state or situation.

Sport mode enhances stability while cornering by increasing the stiffness of the dampers. However, if the vehicle automatically switches to sport mode upon starting, it is likely due to a common issue where the suspension level sensor arms break.

I concur, the 190e is an enjoyable vehicle with this particular engine 😉 The C36 ECU I am using does not have 02 sensors but instead has a nitrogen oxide potentiometer adjustment for controlling idle richness. I constructed a timer that triggers the engine to start and provides the Engine Control Unit (ECU) with the necessary input to indicate that the car is in gear. Additionally, I am now experimenting with a signal generator that supplies the vehicle's input speed for both the front and rear axles. This information is crucial for adjusting the fuel mixture during deceleration and implementing certain features such as torque limitation during gear changes. In certain circumstances, when the rate of decrease in revolutions per minute (rpm) is observed, such as when anticipating the activation of the transmission pressure switch, the electronic control unit (ecu) will delay the timing for the maximum duration. Although this occurrence is not frequent enough to cause significant concern, I am currently addressing this issue. The ecu possesses the intelligence to recognise that the timing of the clutch pedal switch is not aligned with the expected pos Ultimately, the most optimal approach is to use the C280 manual ECU with C36 maps. However, regrettably, I lack convenient access to the necessary expertise for acquiring this configuration.

Thank you! I constructed a flywheel specifically designed to accommodate an E280cdi clutch, compatible with both the 16v getrag and .663 transmissions (the 280cdi generates a torque of 440Nm, if I recall correctly). The springs in the hub of this DM product are rather challenging due to their dual spring design. I am considering removing the inner springs, but this task may be difficult. Unfortunately, the local establishment that used to provide spring replacement services no longer exists. It seems that Luk has provided an estimate of 3300Nm for the maximum torque capacity of this particular product. I conducted experiments with a large torque wrench, which demonstrated that it exerts much more force compared to the standard M103 240mm clutch springs. I opted for a little decrease in the total mass of the flywheel in order to avoid the occurrence of torsional vibrations that may potentially damage the transmission. I selected the shifter with a steeper slope since it is more unique overall, has extra transmission tunnel components, and is compatible with the absence of reverse interlock at a ratio of 0.663. I own the .664 transmission, along with the shorter shifter from the slk350 model (originally intended for installation in the M113 5.4 w202). The level of effort needed to engage reverse gear in the .664 transmission necessitates the use of direct linkage shifters.

The need for a manual option in the C36 is counterbalanced by the difficulty of creating a workable system that maintains the original appearance. Swapping the ECU is a complex task because to its advanced intelligence, and finding suitable flywheel alternatives is challenging. After assembling a 201 with a 3.6 104 engine, using a 23/2.5-16V gearbox and C36 ecu, I get great pleasure from driving it! The M113 is very compatible with the 722.6 gearbox.

What is the purpose of the handbook or the bracket?

The availability of the 203 is much higher. The 208 6-speed gearbox is an NSG400. Additionally, the 00 208 model has the same chassis as the 00 202 model, making it a suitable straight replacement with the M111 engine. Due to the M104 being positioned around 20mm farther back than the M111, it is not a direct match. However, it is not challenging to make the necessary modifications.

Greetings, everyone. Is anybody currently using a factory 6-speed W208 in this group? I am putting the system in a C36, with the modified gearbox tunnel components to support it. I would want to inquire about the method by which the 6-speed shifter (202/208 267 02 24) is fastened to the transmission tunnel cross member. The original bracket is insufficiently broad and lacks pre-drilled holes. The EPC indicates that there was just one bracket available for all 202/208 models. In later iterations, such as the W203, this bracket is incorporated into the shifter.