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Inspect the blown fuse located in the trunk, on the right side, behind the carpeted wall. The front outlets include fuses on the passenger side, namely the front right (US model), whereas the rear outlets have fuses located in the trunk.

I have attempted to use the port in the armrest and the back port; neither functioned. However, the front port in the cup holder is operational.

Upon verification, it has been determined that fuse plans from 2019 onwards are not available in printed format. The fuse card diagram should be located inside the fuse box.

Could you perhaps clarify why you believe your sockets are malfunctioning? Are the cigarette lighters malfunctioning, or is the device you are plugging into the socket not activating? I inquire because BMW employs varying socket sizes in some cars; refer to the information below on the two distinct 12v socket dimensions. By the way, did BMW exclude the fuse diagram in the back fuse box, unlike earlier generations?

For your information, I attempted this with the VIN of my 2019 540xi, and it said that the fuse diagram is unavailable for my car.

Please provide your VIN number here. https://fusecard.bmw.com/

Hello, none of the cigarette lighters in my 2017 530d are functioning. Does anybody know which fuse is responsible for this issue?

The engine thermostat specification for your vehicle is 87 degrees Celsius. The engine coolant temperature (ECT) working range is 80 to 100 degrees Celsius, indicating that your vehicle's ECT measurement is within specifications. 71 degrees Celsius falls outside the acceptable limit and should not be used.

Regarding the thermostat selections, I discovered a 71-degree thermostat that was previously out of stock. Should I choose the 87-degree or the 71-degree, given that both are from the same manufacturer (Mahle)?

I will reexamine the fan this week and replace the thermostat along with its housing once I determine the appropriate model, as I am unable to locate one that activates at a temperature below 86 degrees. During my last inspection, the fan operated normally, albeit somewhat slowly at 80 to 90 degrees with the air conditioning off, and functioned rapidly with the air conditioning on, with the engine temperature being a few degrees lower when the air conditioning was engaged.

Replace the thermostat, if necessary. Verify the functionality of the viscous fan.

I will contemplate this matter for some time, as my primary concern is the temperature fluctuations, which reach 90-95 degrees on the dashboard and 100 on an OBD2 scanner while in traffic, compared to a stable 80-85 degrees on open roads. The air conditioning is of lesser importance to me, as it complicates city driving, and the fans are unnecessary on the highway.

I reside in Florida, and the auxiliary fans seldom activate, mostly for the temperature control condenser, which is tied to refrigerant pressure. Ensure you get the auxiliary fan unit for 1998 and after, since the connections are inverted relative to earlier model years. Altering the polarity by severing and reconnecting the fan's wire is possible, although it is preferable to avoid this action. Connecting a 1997 fan to a 1998 W210 will direct the airflow towards the front grille instead of the condenser, unless modified.

I will likely get a W210 auxiliary fan unit; however, I would have chosen the W208 unit due to its superior longevity and cooling capacity, which I currently own.

I am unfamiliar with Romania, however you may get one on eBay or a similar platform if you locate an authentic used item. The compatibility of the fan control module for the W208 with the temperature control unit, which regulates the fan unit for the 1998 models in the USA, is uncertain. The non-USA W208 may have a different configuration.

Acquire a fan unit from a W210. https://www.pelicanparts.com/techarticles/Mercedes-Benz/17-WATER-Auxiliary_Cooling_Fan_Belt_Replacement/17-WATER-Auxiliary_Cooling_Fan_Belt_Replacement.htm

The W210, to my knowledge, was never equipped with auxiliary fans (I am uncertain if they were originally included and subsequently removed, but it appears unlikely). The auxiliary fan assembly I intend to install features two operational fans, with the corresponding codes for the fans and shroud being 2025053355 and 0015001293. I primarily seek guidance on how to detach the fan cables and their controller from the W208 and whether I can connect them to the W210.

If the component numbers are same, you should be able to proceed. What issue is there with the auxiliary fan in your vehicle? What evidence indicates that it is the auxiliary fan? Only one motor is included in the auxiliary fan assembly; the other is passive and rotates via a belt mechanism connected to the main motor. Consider relocating the motor from the donor vehicle to your automobile and replacing the belt simultaneously.

I want to ascertain if I may transfer the auxiliary fans from a W208 to a W210. My primary concern is to the necessary modules and wiring required for this installation, considering that both vehicles are dated 1998 and have the older twin motor fans.

at my view, the return on investment for the chargers is prolonged due to their installation as isolated income sources at arbitrary, ineffective places. This is essentially analogous to a gas pump situated in an unfavorable location devoid of further amenities.

I'm going transfer this to the general EV thread - not model specific....unless there are any objections:)

In terms of economics, collaborating with a supplier such as Electrify America or EVgo might enhance a small business's earnings; nevertheless, the expenses associated with self-installation and maintenance of the equipment may not be justifiable unless the products offered provide substantial profit margins. One spot where I use my complimentary EVgo charging is a WaWa gas station equipped with EVgo DCFC in the parking lot. Every motorist I've observed, every time I have been there charging, including myself, goes inside the WaWa and spends money while waiting for their car to charge. I think that many of the same drivers with an internal combustion engine car often refuel without entering the store. So the charging has boosted their customer base, but if they had the spend the tens of thousands of dollars to build and maintain the chargers how many slurpees would they have to sell to repay that cost? Walmart on the other hand, may be able to pull it off. With quarterly sales of $169 billion, they can sustain the infrastructure without significantly impacting their profit margins. A trapped buyer would also likely spend a lot more money while waiting than a few bucks on food and beverages. While perusing the aisles of Walmart while your wait to charge, you may see several impulse items that you may want but do not necessarily need, and for which you would not have made a dedicated trip to Walmart.

To play the devil's advocate, Google indicates that the first Tesla chargers were placed in September 2012. These chargers are in their second decade of use. This marks the inception of contemporary charging, particularly from Google's perspective: The initial electric vehicle chargers were implemented in the early 1900s, with firms such as General Electric establishing public charging stations, termed "Electrant" stations, predominantly situated in New York City, facilitating rudimentary recharging of electric vehicles; thus, signifying the inception of public charging infrastructure for electric automobiles.

If she did not compose the title, it was extracted from the sentence inside the piece.