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I've just returned from a 150 mile round trip, so the battery should be charged?
Boom and indeed Boom.. proves the old jokes are not always the best.
There's an updated version of this:Dustbin man says to Chinese restaurant owner..
"Hello mate, where' ya bin ?"
"I bin Hong Kong"
"No mate..where's YOUR bin ?"
" I bin to HONG KONG !"
" Where's ya WHEELIE BIN !?"
" I REALLY BIN TO HONG KONG ,YOU NO LISTEN TOO GOOD !!"
Boom and indeed Boom.. proves the old jokes are not always the best.
I had a similar issue with my W211 and it triggered faults with the 7G autobox. The following simplified explanation may assist:
The 7G gearbox electronics are fitted internally to take advantage of any inverse reactive current to drive the unilateral phase detractor and automatically synchronise the cardinal gram meters. The previous 5G box was meant to be a lot more reliable and had a mechanical sprag clutch. This was removed in the 7G to make room for the 2 extra ratios. Software was meant to eliminate the need for this clutch, but electrical interference caused by modial interaction with the emiblio block led to partial tangential engagement of the raveneaux gearsets. MB suggested installing 27 monastically spaced neodium injectors around the bellhousing, arranged to feed the downstream turbine exhaust vents with a mixture of high 'S' value phenol hydrobenzamine and a 5% concentrate of remonitorive tetra-ioda hexamine.
You probably know that both of these liquids have specific periscosities, given by the formula P = 2.5C x 6.7 / N where N is the di-ethical evolute of retrograde temperature phase disposition and C is the shelmondolaze angular grid coefficient. This was measured initially by the dealer with a Metapolar refractive pilfrometer. Not really satisfactory, as that device was really designed to check harmonic torsion levels on the hydroflex coupling. A 'Signature series' Schottky auto-calibrating hopper datascope was a better solution to measure the exact quantities.
The main symptom I noted with my W211 was the nubbing together of the regurgative purlwell and the super-native weanel sprocket. I suspect this was probably due to an incorrect specification the Lotuso-deltoid windings. The solution apparently is to use a series of offset 3Kilohertz anhydrous nangling pins to enable a cryptonaptic bowling shim to be tankered at the front of the transmission. Any vibrations on four cylinder engines can be addressed via gusseted milfor trunions on the outer casing to offset the gaussian resonant frequency. A matched pair of fully inverted sequential decoagulation plates with non-reversible tremy pipes will support the correct phasing of fluorescent skor motion. This will also require at least one drawn reciprocating dingle arm to reduce any sinusoidal deplenaration to less than 3%.
Hope this helps....
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