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Mercedes-Benz E-klasse: thirst for victory
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Mercedes-Benz E-klasse: thirst for victory
One of the unwritten rules of Club prestige car implies that every next generation of stuffing should be utterly steeper earlier.
However, engineers are not always able to make the most complex machines serve humanity. The fossilo phrase of the merry-builders that, "when a 5-speed machine gun was created, God probably was somewhere near," vividly illustrates how difficult it is to make a truly reliable and successful machine. Indeed, the AAC of the so-called 6th series, which was obtained by E-class with the factory index W211, can be considered as a model. What's the deal with this machine with the rest of the mechanics? "Mercedes Benz" E-class-As many variants of various modifications this Mercedes-Benz business class has almost no equals. In eight years of production, since 2002, more than two dozen motors have been installed on sedans and universals. There are options for both the classic rear drive and all the leading wheels; with a standard spring-loaded slate and registered pneumatics, a mechanical box, and a couple of "vending machines." But regardless of the type of body, the transmission and the studding on the trunk lid of the W211, it is a very comfortable salon with high quality finishing, excellent buoyage, excellent noise insulation and a feeling of protection inherent to all machines in the Stuttgart brand. It is to this balance that the quality, multiplied by the consistently high status of cars with a three-ray star on the hood, is valued so high. With the change of the Mercedes Benz model, it is quite a bit of a price-indeed, it is common to all representatives of premium class. For example, in 2008, the most accessible E200 of official dealers cost 1,620,600 rubles. , and now it can be halvedYou must admit, the temptation to buy a well-equipped legendary brand with such a great discount is great!The approximate behavior (the body and its electrical equipment) is very high. The Germans most exposed to the hood and the front wings of the Germans were made of aluminum. Besides, the rare E-class owners who have bought it in the salon can afford to save on an authorized service. It is not difficult to find a car whose body will be in perfect condition, even among five to seven-year-old copies. Despite the presence of a large number of electronics in the car, there are not many problems with it. The sound of the audio system or the multimedia command "Commands" was lost in some of the cars, but this kind of glitch was not of a mass natureMore often than not, the mechanic has to repair the WTP of the wiring equipped with the trunk lid: the wires have been laundered over time. Frequently, in the same cover, the release of the extra stop signal was dying in the same cover, but with the 2006 retyling the problems with the third "stop" stopped. With the replacement of the engines of the 112 series (V6) and 113 (V8) engines, the refusals succeeded in the refusals of the generator's REGULAR refusals. However, in sufficient fresh vehicles, it is possible to inculcate the anti-freeze order in the heater radiator. If the machine does not respond to the control unit climate control, and the temperature at the cabin remains unchanged, the problem is most likely in the valve. However, his replacement, even by Mercedes Benz's standards, is cheap. It does not mean better (transmission) Modifications with a macho graybox at E-class are sufficient, but in our edges the population of "hand" "Mercedes-Benz" is very small, and there are no characteristic boxes of such machines. As for "vending machines", there are two series on W211: 6th and 9th. The first is the simpler 5-speed boxes, which were installed independently of the year of release, without exception, and in most of the rear-wheel-drive sedans and universals, their careers ended with the 2006 rework. And pity-as we have already said, the aggregate has been made extremely reliable. Even in the mileage for 200,000 people, it is rare for anyone to be able to torture him. The only thing that can lead to the premature death of the box is the loss of tightness of the cooling loop, which makes the antifreeze and transmission oil blending in the engine radiator. However, this type of production of mechanics was found in the cars produced in 2003 and 2004, and they are usually all repaired by the guarantee. And here's the new 7G box (9 series) the Germans have been taught to work well for a very long time. The problem with her was a sip from the shock of the jols during the switch to a complete reluctance to pass torque from the engine to the wheels. At first, the control software was updated almost every week! In addition, in addition to regular overruns, mechanical engineers often changed the "iron": the SUBSCHEMI of the hydrothermal transformer, the oil pump, and the CONTROL BLOCK themselves. Only by 2007 was it possible to "comb" the box. Not to say that the "machine" became unproblematic, but there was much less recruitment to his work. The cause of the tremors at the beginning of the movement may be the elastic pockets of cardan elastic over the years. But there is nothing against the full drive of the mechanic. Yes, some parts of the pendant on "Fiermatics" are more expensive than conventional versions, but the "scatterhead" itself is quite simple, thanks to which is distinguished survivability. All its maintenance is generally a level check and an oil replacement. Under constant supervision (engines) All engines of W211 are very demanding for the quality of fuel and often lift oil: 100-150 grams per 1000 km can be considered normal. Cars carrying heavy duty in the special battalion of GAY burn even more-up to 500 grams per thousand. What is typical is that the iron of the engines (actual cylinder engine parts) is adequately exposed to the most severe loads. According to the mechanics, in the disassembled "six" special machines the wear and tear of the rings and the cylinders at 350,000 km were minimal. However, do not forget that heat-loaded heat sink requires regular cleaning-especially from the topmost. Yes, the cleaning of the heat exchangers requires removing them from the car and then disassemble, and this is cost-18,000 rubles. But the effects of overheating could result in far greater financial losses. It is also worth remembering that the GRM-drive chains are not as long as they are in the old days: almost all the engines in the mileage of one and a half hundreds of thousands of them can be pulled out and require replacement. Now I'm talking about specific barrels. On the first of the four "quarks" with a compressor (271 engine) due to the moult fractions in the fuel, the CLARA was wedge in the tunnel' s. Not only Russian cars, but also American cars, have been attacked by this attack: in the US, too, gasoline is far from an exemplary quality. Of course, the replacement of the bent valves, the ruined pistons and heads of the unit, the company "Mercedes-Benz" paid from its own pocket. In addition, a number of countermeasures (in particular, the installation of more powerful valve springs) were the Germans able to overcome the problem. However, keeping an eye on the smuggled instance from the border with the compressor engine, which has not had to eat in dubious fuel, keep it in the head. Another reason why it is reasonable to buy a "compressor", released after March 2007, is the swelling and cracking of the VIENNA SYSTEM OF KARTERA, which leads to an unsustainable engine operation. The pipes themselves are not so expensive, but their replacement requires the dismantling of the compressor. What is characteristic of the "P6" and "eights" of the series 272 and 273, which in 2004-2005 replaced the rather unhotter motors 112 and 113 series, is also better to buy after the retailing. Both engines began to have problems with the MAGNTHA control systems in the gas distribution phase system. In addition, the Sextet of the series 272 accelerated the beating of the BALANSIAL shaft, and since the string was in oil, in addition to the shaft of the shaft, the mechanics often changed the oil pump. As the practice shows, V8 loaded versions of AMG are not afraid of hard work and on good oil and fuel live long. Looking at the diesel, it is not worth saving in the diagnostics: the turbine with adjustable shoulder attack is of a very good synthetic. The milking of cheap oil and mileage between the TVE can lead to blades, and then I will have to change the whole turbine. Avoid difficulties (chassis and steering) Mechanics do not recommend a second hand with a pneumatic version. In harsh Russian conditions, "Airmatic" does not live for a long time: for a couple of Moscow winters, the transaction of DATE OF PRESSURE. Or, let' s say, reticulation into the distribution unit of the COMPRESSORA. And the COMPRESSOR himself sometimes gets tired of pumping. Finally, sand and mud can easily end the PNEVMEXALLOES, which are not worth much about the price of the plane, so it also requires removal of the rear drawbridge upon replacement. Whether it is a regular suspension is a little less comfortable, but much more robust. Aluminium levers rarely require replacement-except after an accident. In the front, SILLENT-BLOKI longitudinal levers may give up to 60,000 kilometres. The upper ball resource is 100,000 km, and the bottom "balls" (on "Fiermatics" slightly less) are also live on the rear-wheel drive. In the back of other details (approximately 60 thousand), the so-called floating saitapes in the clocks usually die, and the front supports of the beams can be mocking for 80,000 kilometres. The period of service of shock absorbers, both front and back, is about 150 thousand. It has been reported that during the warranty period (2 years without limit of mileage) the steering gear began to tap, but to get rid of extraneous sounds helped the basic control of the gap, and in the worst case the malfunctioning part was changed under warranty. This was also the case for CLAPAN PML, which is installed on a version with a parametric steering which, depending on the speed, changes the effort on the "barrque". At the exit of the valve the manipulation with the steering wheel demanded much more effort from the driver. The electric hydraulic system of BRAZOU BRAC, which, by means of sensors and valves, was intended to create the necessary pressure in each individual wheel circuit. The idea, first implemented in 2001 in the R-class and a year later, was very progressive, but was not tested by practice. " The brakes are broken! Stop! Enlarged stopping distance! Move it carefully! The brakes are in emergency mode! " is only part of the warning that the faulty SBC has sent to the instrument shield. In addition, the system is programmed with a finite number of operations that were spent 60 to 80,000 kilometres. After all, the statute of numerous client complaints, in 2005 Germans refused to the capriciate electronics: the Stalinov# versions of W211 are equipped with simpler and more reliable brakes. Of course, more recent automobiles are more expensive. But in our opinion, in this case, you will pay not only for the more attractive age of the machine, but also fewer potential problems in the future. Buy?The choice, in our opinion, is obvious: the W211 is better to take after the restarling. By 2007, German engineers had cured virtually all of the car's childhood illnesses and had abandoned the very capricing system of the SBC. If a million seems to be an unleveraged sum, it makes sense to look for a 2003-2004 car with a rather nasty motors 112 and 113 episodes and a 5-speed ACV. However, as mechanics are saying, this "shank", unlike the younger "Mercedes-Benzev", can still be repaired "in the garage", which makes it possible to save considerably in service.
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