Service A7 At 40k Miles?

Service A7 At 40k Miles?

Service a7 at 40k miles? Hello, I have a 2012 E-350 that I've had for about 7 months and it's about to hit 40k miles. A service indicator for a7 just popped up but it was my understanding that A service only needed to be done every 10k miles. Does this mean that the previous owner was getting A service done around every 5k-6k miles, or does the "7" mean something else? If so, should I continue to do this or is 10k miles okay? Yeah, I looked at those, the service booklet isn't filled out (this is totally normal in my experience) and the manual doesn't mention anything at all about a number in the service indicator. In fact, most mentions I can find online say that it should just say "Service A." The only mentions I can find online for "Service A7" either have no response or are in a language that I can't understand. At the beginning of your service booklet it doesn't explain what services are due at what time? Yes, and that all makes sense, it's an A service which is primarily an oil change and fluids check, it's the "7" part that I'm confused about. Each additional service that the vehicle requires has a number assigned. Hi, as far as I know the letter of the service indicator only says something about how long the service is about to take. So A ist about 30 minutes or so, B is about an hour, etc. If you want to know what has to be done you will have to look it up in the system. The home of Mercedes-Benz on Reddit. A place for fans to meet, share, news and other interesting information about our beloved brand.

The automotive world and beyond is buzzing about the massive airbag recall covering many millions of vehicles in the U.S. Here鈥檚 what you need to know about the problem; which vehicles may have the defective, shrapnel-shooting inflator parts from Japanese supplier Takata; and what to do if your vehicle is one of them. UPDATE 2/23/2018, 11:00 a.m.: Takata has settled with 44 states and the District of Columbia for violating consumer protection laws but will not pay a dime in penalties. 125 million to victims or their families who have been injured or killed, according to Automotive News. Eric D. Green, a professor at Harvard Law School, is managing the fund that, as of now, will include only U.S. 189 million of which will be divided among GM, Ford, and FCA to pay for victim claims filed against them. The settlements are not yet final. The issue involves defective inflator and propellent devices that may deploy improperly in the event of a crash, shooting metal fragments into vehicle occupants.

Approximately 42 million vehicles are potentially affected in the United States, and at least 7 million have been recalled worldwide. Another major recall issued on October 20 expanded the affected vehicles across several brands. For its part, Toyota said it would begin to replace defective passenger-side inflators starting October 25; if parts are unavailable, however, it has advised its dealers to disable the airbags and affix 鈥淒o Not Sit Here鈥?messages to the dashboard. While Toyota says there have been no related injuries or deaths involving its vehicles, a New York Times report in September found a total of at least 139 reported injuries across all automakers. In particular, there have been at least two deaths and 30 injuries in Honda vehicles (UPDATE 12/12/2016: These figures are now verified as 11 deaths and 184 injuries in the U.S., as detailed in the updates below). Takata first said that propellant chemicals were mishandled and improperly stored during assembly, which supposedly caused the metal airbag inflators to burst open due to excessive pressure inside. In July, the company blamed humid weather and spurred additional recalls.

According to documents reviewed by Reuters, Takata says that rust, bad welds, and even chewing gum dropped into at least one inflator are also at fault. The same documents show that in 2002, Takata鈥檚 plant in Mexico allowed a defect rate that was 鈥渟ix to eight times above鈥?acceptable limits, or roughly 60 to 80 defective parts for every 1 million airbag inflators shipped. The company鈥檚 study has yet to reach a final conclusion and report the findings to NHTSA. UPDATE 11/7/2014, 9:44 a.m.: The New York Times has published a report suggesting that Takata knew about the airbag issues in 2004, conducting secret tests off work hours to verify the problem. The results confirmed major issues with the inflators, and engineers quickly began researching a solution. But instead of notifying federal safety regulators and moving forward with fixes, Takata executives ordered its engineers to destroy the data and dispose of the physical evidence. This occurred a full four years before Takata publicly acknowledged the problem.