Matt865

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Thank you for that; it appears that mine has also just commenced. extremely peculiar

Has anyone experienced issues with the InControl app freezing, resulting in the inability to access information from the vehicle, including the charging status of the plug-in hybrid battery? I am presently awaiting a response from Range Rover. They have already provided me with a reset for the incontrol; however, it has not been effective.

I observed this in October 2025; however, it could be a defective EGR module. Last year, I encountered a comparable issue with my vehicle in Japan, which resulted in a recall being issued. Following the installation of a new component at BMW's expense, the issue was resolved and everything is functioning properly. If the issue persists, it may be prudent to investigate that matter.

The digital rearview mirror display is exclusively available on the highest model levels.

Greetings to everyone, I possess a 2010 BMW 5 Series, model 520D, F10. I recently replaced my headlight bulbs with new H7 LED bulbs. Bulbs of comparable strength [200W/50000LM/6500K]. Subsequently, I get the following two errors on my dashboard: Left Low-Beam Headlight Malfunction Right Low-Beam Headlight Malfunction Upon examination with an OBD2 reader, I receive: Errors 800F2E/800F2F: Left/Right Low-Beam Headlight, Malfunction or Reignition Failure for Xenon When I activate my light, both errors vanish. Each time I initiate the process, I consistently encounter these errors until I activate the lights. Do you have any insights regarding the errors I am encountering? What is the reason for the mention of "Xenon" in the error? Approximately three weeks ago, while replacing the bulbs, I inadvertently cleaned the connector with Standard WD-40 instead of the appropriate Contact Cleaner. Could this be a rationale?

Optimal. That alleviates my discomfort somewhat. Ista displays several trouble codes. For instance, there is no communication with the DDE. However, a further scan indicates that there is partial connectivity. Then FKPS, I believe, but selecting it allows me to activate the fuel pump. Upon activating the ignition, I do not hear the fuel pump engage. The automobile and engine are in excellent condition, making it a waste to dispose of them.

Greetings, everyone. I have acquired a non-operational 1 Series, which I assume is equipped with the N57 engine. The individual from whom I acquired it stated that it was diagnosed with a crankshaft sensor issue. However, I was already sceptical of this. The vehicle cranks but fails to start. Connected to Ista and indicates no sensor malfunction. He also informed me that it features a stage 1 remap. The logbook indicates it as a 1.6D, however the ISTA lists it as a 2.0D. I have included images depicting an unusual error indicating a mismatch. It is probable that they have substituted the ECU with a 2.0D model. However, you are the authorities in this field.

Excellent automobile! I have possessed mine for around one year without any problems. During that period. I have acquired the subsequent knowledge: Plug-ins represent a relatively novel technology, and it seems that innovations often encounter initial challenges. HVCH failures are frequently referenced; nevertheless, this issue pertains to all manufacturers and is not exclusive to LR. While those issues seem to be addressed, a guarantee for such a high-tech vehicle is essential; thus, consider the expense. I was somewhat surprised by the decrease in electric vehicle range during the winter months. I anticipated a decline, but not to such a significant extent. It is not entirely unfavourable, as it is crucial to avoid expecting it to function solely as an electric vehicle; regular utilisation of the petrol engine is essential. Despite the petrol engine being about 1.5 litres, I have no grievances concerning its performance. It may exhibit a slight throaty sound at lower speeds, but it becomes quiet in top gear. I never anticipated expressing this, but I could be inclined to consider a complete electric vehicle if LR were to release one. Currently, the combination of petrol and electricity is excellent. The dashboard indicates an average of 85 miles per gallon, which is excellent. Acquiring the vehicle with the desired features is essential.

Exercise caution, as oil pressure may not be accessible due to a fundamentally different sensor configuration compared to an oil pressure indicator light. Many oil temperatures are determined through calculation rather than direct measurement from a physical sensor. Can is fundamentally straightforward once acclimated; yet, several aspects can be quite challenging to decipher. Fortunately, this does not apply to you.

The sensor accompanying the gauge is predominantly utilised. It becomes somewhat simpler when utilising a standalone or plug-and-play ECU; nonetheless, sensors are still required for the ECU to function effectively. The most challenging aspect will be the oil temperature sensor. Generally, it should be positioned low in the sump.

The PCV system will not function as the PCV is located on the intake side, resulting in oil accumulation within the intercooler and intake manifold prior to combustion in the cylinders. The presence of grease on the exhaust side indicates a malfunctioning turbocharger.