engrol

Good thread this Always useful seeing real experiences rather than just guessing Not everything online is a scam, just need to be a bit switched on with it

Same as before, base your purchase of a used car on how good you think it is, even if it is 20 years old. Transmission type shouldn't be your main concern. One vehicle may be in excellent enough shape to be considered a "keeper" while the other may be more suited for "parts" even though they are both the same age and specifications.

Thank you. I tried that and even had the two lines connected for 15 minutes to clean the system, but now the malfunction light is back...I don't think there are any bugs in the system, so I might try it again.

Currently, I'm receptive to any and all suggestions, m80! The malfunction light has returned after I cleared the codes and finished the full diagnostic—I'm back to square one!

Thanks for getting back to me. The suspension is functional, but it only works in sport mode; I can't get it to switch to comfort or manual. I get that when something goes wrong, as with the damping sensor, the system will automatically switch to sport mode to prevent further damage. Maybe Icarsoft just doesn't have what it takes to remove the error code, therefore I'll run the diagnostics again.

Hey there, I am to the point where I am tearing my hair out. The Airmatic suspension is functioning well, but it remains stuck in Sport mode and displays a historic damper solenoid error on Icarsoft. Despite deleting it, the fault keeps reappearing. Can I clear all my data and start over?

It doesn't make much noise, and the main problem is that the RPMs dip suddenly before they level out again. Which is illogical because, as you point out, the revs should increase before lowering when clutch slip is present. At some time in the future, I will probably meet with a mechanic, but until then, I should try to record it happening so I can study it better. The vehicle has a clean service history at an MB garage and very little mileage, so it's a real bummer.

This is a six-speed manual gearbox truck. The clutch is sliding, I apologise. With a little more force, it reaches about 3,000 rpm, then abruptly decreases before continuing. The dashboard is error-free, and the car should have been maintained before being handed to me, but I can't verify the exact details.

Salutations Everyone, A 2016 C200 SE with a mere 59,000 miles on the odometer is now mine. It usually drives smoothly and quickly when you want it to, but there's a problem I've been noticing. (I will return to the independent garage from whom I purchased if anyone can suggest a possible solution to my problem.) As I accelerate to around 3000 rpm, I see that the rev counter decreases and then shoots back up, giving the impression that the gears are slipping. Additionally, you could notice that the gear change indicator thing momentarily appears. You can get past the strange hesitancy, but it won't inspire much confidence if I want to overtake you. If I'm in third gear and want to get on the highway, but I don't shift up, the car will stall between 2500 and 3000 rpm. It does the same in fourth and fifth gears as well. The automobile forces you to take short shifts, so the rpm don't reach very high anyway, even though it seems fine on normal driving. I understand that I need to contact the seller, but I would appreciate it if someone else could provide more information so that I can get a better diagnosis based on my inadequate description.Please let me know if anyone can assist; I'm happy to provide additional information if necessary.

Yes. This was a problem for both our 2004 and 2005 CX-90s. Things are looking up now, however the problem still manifests just as you described it. Leaving the CX-90 while clutching your keys

There is one of these located less than a mile from my residence. The lines lack the clarity demonstrated in your example. Approximately one to two accidents occur monthly, and the council/highways agency asserts that there are insufficient funds to transform the intersection into a signalised junction. In Spain, they employ an effective method for intersections, directing traffic to rotate 90° to align perpendicularly with the primary flow over a little lateral road segment. Significantly more secure.

The cold contraction of the cable may render it excessively taut, preventing the release of the warning lighting. I am uncertain about the solution as I do not possess an electronic PB.

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.