Andrew Markel discusses options to replace suspension components on vehicles with advanced systems, including using a conversion kit. Sponsored by Monroe Shocks & Struts.
Video courtesy Brake & Front End.
On older throttle cable systems, the carburetor or fuel injection system reacted to the throttle angle.
Throttle by wire was once a mystery. It was first used on a German V12 to synchronize the two banks of cylinders with two throttle bodies. Over the past 20 years, throttle-by-wire has become the standard technology on all gasoline engines. So, what can go wrong? A lot!
On older throttle cable systems, the carburetor or fuel injection system reacted to the throttle angle. When the driver smashed the throttle to the floor, the air flowing through the venturis would cause more fuel to be sucked into the engine. On older fuel injection systems, the injector open time would increase. The opening of the throttle was never synchronized with the fuel. As a result, the engine might experience rich or lean conditions when the throttle is opened or closed. These throttle “tip-in” conditions can increase emissions, and the driver might notice the lack of power.
The brake rotor might look fine, but the problem could be internal.
PCV systems are far more complex now, but they are also much better at controlling crankcase pressure.
Learning how to perform drivetrain diagnostics and “in-the-car” repairs is important.
You should never estimate when it comes to parking brake adjustments.
Here are some tips and tricks that should help you to work on just about any Mercedes-Benz from the past few decades.
When solving a fuel pump issue, the scan tool is your best friend.
There’s a reason diesels typically utilize compound turbo setups instead of twin turbochargers.
Around 60% of vibration-related comebacks are due to improper wheel mounting or balancing.
