Matt865

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.

I utilised the identical setup, a NextBase dashcam (with the rear view adapter) with the PowerfulUK loom, and it has functioned wonderfully for the past four months. I maintained a comparable configuration in my Sport for a decade prior and encountered no issues with it whatsoever.

It may be attributed to turbochargers or bore scoring. Based on my experience, when an item is offered for sale with a disclosed issue at a low price, it typically indicates that the repair will be costly. Excessively costly for the current owner to rationalise undertaking. There are circumstances in which it is logical to proceed—if you possess the expertise to reduce labour costs or have components or an engine readily available.

It is reassuring to hear that, Phil. It is commendable that you obtained an excellent bargain. What is the condition of the new family vehicle?

The service menu should indicate the presence of an AdBlue system.

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It does not possess a stop-start feature, does it?

My W213 E63S underwent a recall for the front struts; however, upon inspection, it was determined that the struts were not of the affected kind, rendering the recall unnecessary. It seems that they switched vendors at some point. Uncertain whether the struts are identical, however there seems to be no rationale for their dissimilarity; they likely possess varying damping characteristics but share a basic housing.

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The original poster seems to have not returned to the forum.

Impressive outcome, Bobafett; the reflections are fantastic, and you have executed an outstanding work on your MB; it seems magnificent.

My argument is that the same cooling system operates with a much hotter engine, resulting in the fans, water pump, and other components being active for an extended period after shutdown, which leads to battery drainage problems.

While intriguing, it remains distinct from the S63; the S68 has a straight-six configuration, thereby avoiding hot-vee complications. Subsequent research conducted last night suggests that the battery drain problem has been rectified in subsequent models, with the primary concern now being adequate maintenance, since inadequate oil changes result in turbo failure. I am now rather confident with this engine.

The M5 does not possess a lithium battery, to my knowledge. The cooling fan of most contemporary vehicles typically operates for five to ten minutes; however, the M5 can sustain cooling for a much extended duration owing to its hot-vee configuration.

I am now seeking to acquire a 2022/23 F90 M5. I have conducted some research on the S63 engine, and it seems that the predominant troubles are related to its hot-vee configuration, which causes the cooling system to remain operational for an extended period after shutdown, resulting in battery complications. What further prevalent issues should I be vigilant about? I will get a RAC examination before making any purchase for reassurance.