E63 amg biturbo 2015 front brake discs?

[Craiglxviii]

Because the MAFs are level 2 or 3 parts, someone took a look at the metadata for order profiles and noted that they were selling two MAFs and an inlet pipe in the majority of cases, they approached the Tier 1 and requested that service parts be made as the level 1 assembly used in the plant. Two lines of stock holding in the logistics chain canned. Huge cost saving.

That's why.

 

[EmilysDad]

..... Huge cost saving.

....l.

For Mercedes maybe .... not for the end user though.

I could do with one for my R320 ..... they 're much cheaper though at £275 ish

 

[Westheath]

Because the MAF's are level 2 or 3 parts, someone took a look at the metadata for order profiles and noted that they were selling two MAF's and an inlet pipe in the majority of cases, they approached the Tier 1 and requested that service parts be made as the level 1 assembly used in the plant. Two lines of stock holding in the logistics chain canned. Huge cost saving.

That's why.

Yes but explain why a single turbo requires 2 Maf's of identical construction, and then two air boxes and two air filters.

You don't need to buy a center inlet pipe, the Maf's used to come off and back on with hot water to soften the plastic connection surrounds and were replaced individually as they fail individually.

Now the assembly is identical as a whole unit and the part number for the Maf's cross referenced to a single unit, they just stopped selling individual parts.

Over engineering at its best and over pricing at its worst.

Sorry to go of topic in the thread but sometimes the pricing of MB parts makes no sense.

 

[Frosty149]

Because the MAFs are level 2 or 3 parts, someone took a look at the metadata for order profiles and noted that they were selling two MAFs and an inlet pipe in the majority of cases, they approached the Tier 1 and requested that service parts be made as the level 1 assembly used in the plant. Two lines of stock holding in the logistics chain canned. Huge cost saving.

That's why.

Craig, I don't get this - surely the MAFS are sourced from one supplier (Bosch?) and the inlet pipe elsewhere?
Therefore someone has to package them into a kit, rather than simply sell them on as components?
Genuinely think that this would involve more intervention, or am I missing something?

 

[Craiglxviii]

Craig, I don't get this - surely the MAFS are sourced from one supplier (Bosch?) and the inlet pipe elsewhere?
Therefore someone has to package them into a kit, rather than simply sell them on as components?
Genuinely think that this would involve more intervention, or am I missing something?

You are and you aren't. The intricacies of sourcing automotive parts are incredibly complex and take us to strange places. Would you believe me if I said that I have to have one part made in Japan, another in Wales, the part from Wales then gets sent back to Japan for painting and the whole assembly then gets built and shipped back to Wales, where it's picked up? Because one logistics leg is free.

I can only suppose at what MB have done with the inlet pipe assy here but it's very similar to a number of parts my colleagues are resposible for. Goes something like this.

Level 1 parts (shipping units) are what is fitted on the assembly line. They can be anything from a single nut to a complete powertrain. Shipping unit because it is what is delivered to plant, or what the plant's production buyers order from the Tier 1 Supplier who has the contract to supply that level 1 part- and also the legal responsibility to supply it come Hell or high water.

Level 1 parts, when assemblies, are usually made up of a number of level 2 parts which may be designed & specified by MB, used elsewhere on other cars as level 1 perhaps. Level 2 parts are supplied by tier 2 suppliers, who may be the same as the Tier 1 dependent on the parts. Tier 2 down, known as "Tier n") do not have contract with the plant but to the tier 1, and are thus managed by the tier 1.

Note how this is all supply chain management and risk mitigation so far, and nothing to do with parts design?

So back to the air inlet assy. I cannot comment on the technical design of it. I'd suggest that the engine has a high compression ratio and, in one form, high enough boost to warrant that level of air flow.

So, going back to your point, yes it is entirely possible if not very highly probable that MB buy this whole assy as a lvl 1 part, that they have studied service parts order patterns for how customers replace the MAFs and air filters on their bigger cars, looked at their stockholding costs in the logistics chain for the expected annual number of these to be sold as service parts, and concluded that it's cheaper overall to buy the service part as s level 1 (one row of stillages in a warehouse, costing one monthly storage fee) not level 2 (three or more rows, costing three fees etc and so on).

Phew. Hope that explains it somewhat.

 

[Frosty149]

You are and you aren't. The intricacies of sourcing automotive parts are incredibly complex and take us to strange places. Would you believe me if I said that I have to have one part made in Japan, another in Wales, the part from Wales then gets sent back to Japan for painting and the whole assembly then gets built and shipped back to Wales, where it's picked up? Because one logistics leg is free.

I can only suppose at what MB have done with the inlet pipe assy here but it's very similar to a number of parts my colleagues are resposible for. Goes something like this.

Level 1 parts (shipping units) are what is fitted on the assembly line. They can be anything from a single nut to a complete powertrain. Shipping unit because it is what is delivered to plant, or what the plant's production buyers order from the Tier 1 Supplier who has the contract to supply that level 1 part- and also the legal responsibility to supply it come Hell or high water.

Level 1 parts, when assemblies, are usually made up of a number of level 2 parts which may be designed & specified by MB, used elsewhere on other cars as level 1 perhaps. Level 2 parts are supplied by tier 2 suppliers, who may be the same as the Tier 1 dependent on the parts. Tier 2 down, known as "Tier n") do not have contract with the plant but to the tier 1, and are thus managed by the tier 1.

Note how this is all supply chain management and risk mitigation so far, and nothing to do with parts design?

So back to the air inlet assy. I cannot comment on the technical design of it. I'd suggest that the engine has a high compression ratio and, in one form, high enough boost to warrant that level of air flow.

So, going back to your point, yes it is entirely possible if not very highly probable that MB buy this whole assy as a lvl 1 part, that they have studied service parts order patterns for how customers replace the MAFs and air filters on their bigger cars, looked at their stockholding costs in the logistics chain for the expected annual number of these to be sold as service parts, and concluded that it's cheaper overall to buy the service part as s level 1 (one row of stillages in a warehouse, costing one monthly storage fee) not level 2 (three or more rows, costing three fees etc and so on).

Phew. Hope that explains it somewhat.

Ok
Now it makes 'sense'!
Have a like from me for all that typing.

 

[Craiglxviii]

Ok
Now it makes 'sense'!
Have a like from me for all that typing.

It's a very strange world is OEM parts sourcing. Parts can end up costing the carmaker 3x what they know they can be bought for, as long as the carmaker knows that risk of supply disruption is mitigated down to the lowest possible level they will gladly pay it. Because that is still cheaper than halting production.

 

[Frosty149]

It's a very strange world is OEM parts sourcing. Parts can end up costing the carmaker 3x what they know they can be bought for, as long as the carmaker knows that risk of supply disruption is mitigated down to the lowest possible level they will gladly pay it. Because that is still cheaper than halting production.

I guess that's why certain car part factors can sell the same or similar parts at competitive rates or better...
School day again!

 

[John Laidlaw]

Every day is Frosty!

 

[Craiglxviii]

I guess that's why certain car part factors can sell the same or similar parts at competitive rates or better...
School day again!

It's also why some parts get cheaper as time moves on into the 10-year support period after production ends. OEM storage space is limited and it's not ubknown for parts to be sold on at a loss (vs their purchase price) into the factors and grey market supply chain, just to save on the OEMs own storage fees.