IrvesBMW

The few instances in which I have observed the N47 producing that error, despite an adequate oil level, occur when the oil has not been changed for an extended period, resulting in sludge accumulation. I do not wish to be pessimistic, but it often did not take long until the bearings failed.

Run-flat tires will adversely affect whatever vehicle they are installed on.

Additionally, which vehicle and engine?

The issue with selling to any trader or dealer is that they will prioritise condition, mileage, and service history above any modifications made, thereby offering a trade price based only on those factors.

I have just seen an email from bimmerforums today. Regrettably, I spent excessive funds without achieving accomplishment, leading to my decision to desist. Thank you

Thank you for your response, PixelMaster. Apologies for the oversight; the fuel filter has been replaced in conjunction with the air filter for the standard air box. Additionally, I neglected to note that the charge pipes have been inspected and are functioning well, with no splits present. The low-pressure pump has been inspected and is functioning properly.

Greetings everyone, I sincerely apologise if I am violating any regulations. This is my first experience on any forum, so I appreciate your patience. Initially, these are my specifications: BMW F20 116D 2.0 Diesel Decat / DPF Removal (Downpipe; the original DPF is still available) EGR Deletion (Software and Blocked) Stage 1 Tuning Short Ram Air Intake Enhanced Intercooler I am seeking advice or insights about my BMW. I am repeatedly seeing the problem code: 247500 Rail Pressure Plausibility, Quantity-Controlled. Positive Control Deviation: Insufficient Rail Pressure. This issue arose during an enthusiastic drive when I passed another vehicle and thereafter had a complete loss of power. Notably, no drive-train issues were shown, and the vehicle entered a limp mode. This incident occurred around three months ago. At that juncture, my BMW emitted black smoke from the exhaust at wide open throttle, and upon reaching elevated speeds, a drivetrain fault would occur, resulting in limp mode activation. This is perplexing, as black smoke typically signifies over-fueling, yet ISTA codes indicate insufficient fuel supply. I already examined the forums and discovered that another user had a same problem, which was attributed to a defective remap. In my situation, all modifications and enhancements were finalised over a year ago with few complications. Regardless, after perusing that thread, I resolved to revert my vehicle to its original configuration, reinstating the DPF and EGR, removing the remap, and reintroducing the original airbox and intercooler; however, I had no success. I consulted a local mechanic who originally diagnosed the issue as the MAF sensor, which we changed without success. He conducted testing and saw that the High-Pressure Fuel Pump (HPFP) exhibited decreased pressure. Subsequently, I reluctantly replaced it with a new unit; nonetheless, the issue continued. He considered that the problems may stem from the fuel rail and injectors; so, I replaced the common rail and all the injectors. The common rail was new, but as expenses accumulated, I chose to get reconditioned and tested injectors. Once again, the same issue. We then considered the possibility of a failed turbocharger, so he removed it; nevertheless, the turbocharger was in good condition. I am now at an impasse, both financially and emotionally; I have an affection for this automobile, however I am experiencing the sunk cost fallacy. I am open to any suggestions you nice people may provide; else, I will regrettably have to relinquish it. I apologise if I have violated any regulations and would really appreciate any assistance.

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I checked for any codes on INPA, but found none.

Indeed, it was. Exploring several options seems to be a viable endeavor; it is certainly worth doing.

I am certainly inclined to do this task and possess the capability to do so; but, I now lack the necessary resources, namely the ability to elevate the automobile and position it below. I donned a new headgear after the service. This model has an electrical system instead of a dipstick. One possibility is that BMW performed an engine decontamination procedure, which involves flushing the engine by connecting a pressurized machine and a filter. They advised proceeding with it...

To elaborate further, having used the vehicle once more: Engine turned off for 5-10 minutes, then restarted, with no warnings and oil level indicating maximum. After driving for five minutes, the light reactivates, after a two-hour parking period subsequent to a three-hour highway excursion. Operates flawlessly and drives seamlessly.

2006 BMW 325i N52, 104,000 kilometers A comprehensive service was performed by BMW a few weeks ago, and since then, the vehicle has traveled 300 to 400 miles. Today, while traveling on the interstate on route home, the yellow low oil warning light illuminated. Stopped at the gas station and verified that the oil level was low. I entered the store and purchased some oil, which took around five minutes. I doubted the reading, so before adding more, I checked again, and it was at maximum, so I left it. Upon returning to the freeway, a few miles later, the low oil indicator illuminated once again. Do you have any insight on the potential reasons behind this?

I saw a fissure in the flexible pipe immediately after the catalytic converter. I have applied putty, which has resolved the misfire. I presume that external air infiltrated the system, causing confusion in the O2 sensor. Displacing objects and enriching the injectors, resulting in misfires. White smoke is presently emanating, but it lacks a nice odor. I hope the head gasket has not failed. The saga continues for the time being.

Prior to pursuing the ECU option. Would the ECU deactivate the injectors to avert harm if a gasket failure occurred between cylinders 2 and 3? I am quite unfamiliar with ECU matters and am uncertain if it is advisable to examine that prior to the ECU.

I was apprehensive about it myself. This may be better suitable for an automotive electrician.

Any assistance would be much welcomed in this matter. I am not a mechanic nor an electrician; nonetheless, I possess sufficient ability and confidence to attempt repairs before consulting a garage.

I need informed guidance on a problem with my engine misfiring (I understand this is not electrical, but I will explain my reason for posting here). I own a 2010 E92 equipped with an N43 engine. The misfire persists on cylinder 2 after replacing the spark plugs, coils, and injector 2, as well as coding and clearing the error code. Currently, the diagnostic codes I am receiving indicate misfires on cylinders 2 and 3. I conducted live data testing and found that after around 10 seconds of engine operation, the injectors are losing all electrical charge. I have examined the wire, and there are no visible signs of damage or corrosion; I am uncertain about the further steps to do. Any assistance would be much welcomed in this matter. I am not a mechanic nor an electrician; nonetheless, I possess sufficient ability and confidence to attempt repairs before consulting a garage.

Occasionally, the clamp may not align properly with the injector, resulting in a loose fit. Apply a jointing torque of 9 Nm, followed by a final torque of 26 Nm. Did you also clear the injector bolt hole, since oil accumulation in that area might produce the symptoms you described during tightening?

Did you thoroughly clean the seat within the head? New bolts are unnecessary since they are regular torque and not TTY. Did you tighten them properly?

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The automobile will never be fully paid off; it will only be exchanged.

Neither item is related to finance. Exhibiting your car's registration is especially unwise, since BMW credit has clearly shown its opposition to any modifications while the vehicle is financed.