With new vehicle sales estimating 17.3 million units, and import nameplate VIO also on the increase, you are likely to find more imports in your shop that require immediate repair. Moreover, with the flaring complexity and inter-connectivity of vehicle systems, immediate inspection becomes all the more important. With that being said, here goes a collection of Mercedes-Benz Service Greensboro repair tips to assist your service efforts.
W211 Rear Air Springs: The 2003-’09 E-Class (W211) is known for leaking rear springs. With these Mercedes repairs, the rear springs on some AIRMATIC suspensions require a certain amount of labor to supplant, while others are as simple as supplanting a strut. The springs jump on the lower control arm and the sub-frame. Leaks are commonplace occurs where the clamps contain the springs to the upper and lower tops. To swap the springs for this, you’ll have to bring down the rear sub-frame. All you have got to do is to remove the exhaust system, driveshaft and stopping brake parts to have the capacity to get to the air sacks and stores. Some aftermarket replacement airbags have been designed to remove the separate store. This disposes of another part that can cause leaks not far off.
No Shift, Transmission Lever Won’t Come Out of Park, And Other Shifter Faults: One of the most common problems with a number of latest models of Mercedes Benz is a condition where the transmission lever won’t move, the key won’t grump the engine, or the car refuses to move, irrespective of the shifter moving freely.
On automatic transmission models, there is no “shift linkage.” The transmission is regulated electronically on most models engineered in the last 15 years. On some models, there is a cable attached to the ignition switch, but the link to the transmission is by wire. If you notice a number of codes during this particular Mercedes-Benz repair concerning the shift module (N15/3 or N15/5) or transmission range switch, pay attention to the shifter/console and see if a “gremlin” has been leaked in the form of spilled coffee, juice or water from the sunroof being open the last time it rained.
ABS And/Or ASC Fault Codes: On ML-series cars (SUVs), one of the most frequent problems is in the wiring near the windshield washer bottle. For these Mercedes repairs, corrosion around the ABS module can result in a number of codes concerning ABS and the traction control system. Of course, there are also possible Mercedes-Benz repair issues with any wiring that has been attacked either by living or environmental forces. Visual inspection should be your first diagnostic step whenever an electrical problem is suspected.
Dead Battery and Low Suspension: If a problematic AIRMATIC suspension is brought to your shop (one that is dead or discontinuously leaving the vehicle on its knock stops), one of the primary things to look for this Mercedes-Benz repair is the high-amperage fuse for the compressor. The hand-off can bomb on either the “on” or “off” position. If it flops in the “on” position, the fuse will blow. If it flops in the “off” position, the fuse will not blow. On these Mercedes repairs, the relay has a propensity of getting stuck in the “on” position.
This might remarkably hamper the battery and even the compressor. This will also affect the relay. The system will exert an extra pressure out of the bypass valve and exhaust hose, and the owner may find that the compressor running and sense a hushing sound emanating from the front of the vehicle. At times with this Mercedes-Benz maintenance opportunity, the compressor might get affected due to constant running.
No Heat at Idle: If you dealing with a Mercedes-Benz repair related to poor heater performance, deeper diagnostics becomes all the more important. According to Mercedes Benz Greensboro experts, on cold mornings the heater will blow cold during the long drive to work in rush-hour traffic. The car is not overheating and the air is coming from the right ducts. The area of the issue might be the auxiliary water pump. The auxiliary coolant pump should provide enough volume of coolant to keep the heater core warm.
Mercedes then began to use these pumps on gasoline-powered vehicles like the C- and S-Class for the same purpose. This enables vehicle engineers to use larger heater cores to offer better passenger comfort in the cabin.
New engineering like hybrid drives and stop/start systems require auxiliary pumps to not only amend driver comfort but also to keep the batteries at a constant temperature.
A flop pump usually does not cause the vehicle to overheat. If the auxiliary coolant pump is dead, the customer might detect reduced heater performance at low speeds and at idle.
The general instinct with this Mercedes-Benz repair might be to replace the thermostat, the water pump or the heater core, but if the vehicle is outfitted with an auxiliary coolant pump, you will need to dig a little bit deeper.