Category: Engines & Drives Forum

Moin together, With our CLK280 from BJ 06 and 70,000km (!!) there has been a mistake for several months on which the MKL burns. Sometimes the error goes away during the journey times he comes back after a few days and then stops for weeks. That’s why there was no TÜV. “Gemisch Bank 1 too fat”. The TÜV examiner certainly said an injection nozzle defective. I can’t imagine that at best because the car runs without any problem and runs silkenw eich. Auto is most sensitive to MB checkheftgepflegt and has been in our possession for 7 years. Since we did not get a TÜV we drove to MB for repair but they said everything ok and then did the inspection. Without defects. Have read out the error memory with the Torque Pro app and get that.. Can hardly explain why now also Bank 2 is affected at once. Each bank has a precat and a Nachkat probe. It can hardly be both defective. guess the error somewhere else. What do you think? Engine is the 3.0 liter V6. Thank you

Hi I had the idea to remove the fresh air intake so that the engine only sucks air from the engine room. It is an M57n2. In addition, it is possible to stick off the charge air cooler. I would like the engine to warm up faster! At the moment I have the whole without heating after 5.5km 65-70 degrees cooler water temperature. Or I reach the opposite because the warm air leads to a reduced power and thus a colder burning temperature which in turn leads to a long At present, AGR is inactive. However, after 5.5km I have only 6-8 degrees more of the known disadvantages. Covering the cooler doesn’t help much because the thermostat is closed and the large cooling circuit is closed. What do you think?

Hello together After having tortured the SuFu for months now and did not help me any further, I now ask directly: My BMW 520i, BJ 2001, M54 engine, 220 tkm consumes a lot of oil, which is about 1 litre on 300 km. The engine compartment is so dry and under the car there is no oil stain. I measured the compression, which is 11 bar for all cylinders. The KGE is new. I have relatively rare blue smoke and only short from the exhaust. It happens again and again that the start of the 5 cylinders (and always only the one) does not start. This can of course also be found in the error memory. Does anyone have an idea what this high oil consumption could be about? Thank you very much

As much as I have learned in the meantime, there are various types of cooler fluids that are categorized according to Frabe e.g. blue, red, yellow, purple,… What are the differences? How can I recognize which cooler liquid is suitable for my concentration camp? Peter

Hello community, I’m newly registered and have a question directly. I drive a Ford Mustang 5.0 bj 2011. About 1.5 months ago the differential + axle had to be replaced. For this I drove extra to a US car workshop near me. After a few problems with the orders the matching parts had been delivered and installed after 5 weeks from the usa. As far as so good. 4 days ago I suddenly found that the new differential Anfing to surren from about 70kmh So I drove back to the workshop to clarify where the noise came from. After a test drive the journeyman who had installed the differential confirmed to me that the surreptitiously comes from the differential and this must be adjusted. No problem so far I thought. When we were back in the workshop and had already arranged an appointment suddenly the master came to it. After we told him the problem this only meant that they did not have the know how available. a differential setting. He must first see if he finds someone externally who can do this at all. Now this sounded to me as I have to cover the cost of it. Can someone tell me how here the legal situation is? I think because they have installed a new part for me you also have to make sure that it works?

Hello car experts, one should warm up an engine so it always says. I also do this myself. But now my question: one thinks that one should avoid high speeds, so stay below 3000 rpm (especially with turbo engines ) and switch early. The others think that one should turn a little higher to not use the engine so much, because he has to work less in a lower gear. What would be the better variant now? I personally turn variant 1 on so switch early and turn low. Only after 10 min I turn slightly higher and only after 20 min I drive normally but avoid even then very high speeds. Only after 30 min give it. Would you like to hear your opinions. Everyone certainly does it in their own way. I think warm driving is important. The oil needs a certain temperature to work properly. In addition, the components in the engine warm up differently. I personally do not think that warm running is right. The engine will actually turn low. I don’t think it’s environmentally friendly and forbidden. I’m going to leave right away and let it go slowly. I’m looking forward to your answers. I hope it’s the right subforum or the question isn’t asked twice. If not, I’m sorry but I haven’t found anything else.

NOx emissions compared to the reduction in speed from 50 to 30 km/h Wiesbaden, Goe, 02.11.18 Wiesbaden authorities believe with an intelligent, ampel-controlled regulation ( Digi-V) on a approx. 1.0 km long road (‘Schiersteiner Str.’), which has 4 traffic lights to reduce the emission of pollutants. Can work if not s. below. In addition, however, a temporary reduction from 50 to 30 km/h with o.g. control would also reduce the damage Is not the time factor forgotten in these reduction models? At 30 km/h the car is on a road longer than at 50 km/h. This also causes more pollutants that have to be included in the overall balance? P. below. On the Internet the proponents of the speed 30 approach prevail, but did you take the time factor into account? ADAC and ‘Motor Talk’ deny the emission reduction. Who is right? 1. Assumptions; according to research H. W., p. 5, Berliner Unter search of ? the mean value of the silver stone, shield horn and Beussel str. is used for speed 50 and 30 km/h. 30 km/h in micro-g/m3 30 km/h in micro-g/m3 34,6 29,3 2. Formula: speed(Km/h) = path(Km): time(h), dissolved by time = path : speed t = 1 : 30 = 0.033 h t = 1 : 50 = 0.02 h difference = 0.013 h ratio : 0.02 : 0.33 = 60 % 3. emissions with 30 km/h output at 50 km/h 0.033 (t 30 km) + 0.013 (t difference to 50 km) 0.046 x 29.3 = 1.3478 micro -g/m3 0.02 x 34.6 = 0.693 micro-g/m3 + 51 % ?

Moin together, can one of you please explain to me why diesel engines have a lower energy loss due to the cooling than petrol engines? I have felt the whole Internet searched and find no solution…. That would be really great if one of you knows the answer. Thank you in advance. Amandro

Hello together I pulled the big lot. I have to work out a project vehicle with alternative drive technology. Specifications: four-wheel, min. 500km real range, cargo space at least 2.7m long and approx. 1.90m standing height. Payload min. 1100kg. ZGG ideal 3500kg. NO BENZIN OR DIESELANTRIEB. I have now been looking for an electric vehicle for 2 weeks. The usual manufacturers laughed at me on the phone. I could only find one conversion, the electric Unimog of 10,5t available. (Not usable) All other multicar, Iveco, etc. project vehicles have never left the drawing board or have already been stamped again. Next attempt, natural gas. 3 manufacturers found that can generate such a thing. Minimum purchase 20 pieces of 120000-180000€ each. Need only one. I slowly don’t know any more advice. I’m already trying to build a sail on a sprinter. Wind drive. ??? My last thought was to convert a petrol transporter to natural gas. From VW there is at least another petrol transporter with four wheel. But everywhere it is strongly advised not to. I don’t know any more advice. Where could I still look. Which smallest manufacturer could have something on offer. I would be totally grateful for any realizable idea. Greeting Tac

In another thread here it was commented that switching a machine during the ride could be harmful to the transmission. This is new to me. Our Camry – like many other machines – has a switching lane that allows N, 2, and L to insert everything during the ride. Depending on the speed, of course, the switching process from N back to D can burden the clutch parts more than a switching process in the stand. the Americans of Popular Mechanics confirm. Are you in agreement or not with the conclusion?