Ortsmatt

Greetings, I am uncertain whether this is the appropriate subforum in which to submit my topic. I apologize if it is not. I am now encountering an issue with a 2012 Manual BMW 1 Series M Sport vehicle, which has been maintained in excellent condition and has accumulated little miles. The engine had an abrupt failure to start, while the ability to lock and unlock the doors using the key fob remains functional. Occasionally, we were able to start the engine's operation, which would occur again. Subsequently, we would abandon the vehicle for a duration of one hour, just to encounter another instance of failure to initiate the engine's operation. During a three-day period, the vehicle operated flawlessly; but, subsequent to this timeframe, we have been unable to start the car's ignition. The individuals who have contributed to the findings are my father and a close acquaintance, both of whom have retired from the profession of mechanics. Below is a summary of what I believe to be the essential facts: The key fob consistently performs the function of locking and unlocking the automobile, as well as operating the windows, opening the trunk, and other related actions. The engine cannot be started using the Key Fob, despite attempting to use both available Key Fobs. Fresh Duracell CR2450 batteries were acquired and afterwards installed in the fob. Despite our initial confidence that the batteries were not the cause of the issue, this replacement did not provide any improvement. Occasionally, we have achieved successful ignition of the vehicle by using various combinations of button presses. However, we have yet to ascertain a definitive sequence that consistently yields the desired outcome. Activities such as the actuation of the locking and unlocking mechanisms of an automobile, the initiation and termination of the opening and shutting movements of its doors, and the manipulation of the steering column to change the direction of the vehicle. Upon first activation, the automobile exhibited consistent operational functionality throughout many instances of ignition. However, subsequent to a period of inactivity lasting about one hour, the vehicle experienced a recurrence of malfunction. The starter motor was eliminated as a potential cause in our investigation. The battery has been discharged and then recharged. At a certain juncture, we successfully achieved full functionality of the automobile for a consecutive duration of three days. The vehicle was successfully started on six separate occasions when driven to various locations, but had a failure two days ago. On the day of the vehicle's malfunction, another individual was scheduled to transport me to the airport using the aforementioned automobile. This individual entered the vehicle utilizing their own BMW key, as well as my own key. It is worth considering the possibility of signal interference as a potential cause for this occurrence. I find it difficult to comprehend the meaning of the statement. Ever since the day of the visit to the airport, the vehicle has shown a consistent failure to start its ignition system on every occasion, with a success rate of 0%. Three distinct error messages have been seen on the vehicle's dashboard at the initiation of the ignition process. These messages are as follows: The absence of a remote control renders the engine incapable of being started. To operate the steering column, position the remote control in an elevated position. The remote control is acknowledged, allowing for the initiation of the engine (with around 90% fidelity to the original wording). The engine failed to initiate despite attempts to start it. We attempted to place the fob in close proximity to the steering column, specifically in the area marked with a schematic depicting two inward arrows and a key. Additionally, we attempted to press and hold the start/stop button while simultaneously placing the fob near the steering column, in order to prompt the display of the message "no remove control." We continued to hold the button and fob in place until the aforementioned message disappeared. This approach had no positive results, as shown by a YouTube video where commenters often reported success. Additionally, we first contacted the AA (a UK breakdown service) for assistance, but the representative was unable to provide any helpful insights. An attempt was made to connect an On-Board Diagnostics (OBD) device to the vehicle in order to conduct a diagnostic assessment. However, it was seen that the OBD device did not meet the necessary compliance standards. This suggests the possibility that the incorrect device was used for the intended purpose. Obtaining any of the aforementioned outcomes requires a considerable amount of time and effort, as one must experiment with various combinations. I managed to capture images of the second, first, and third options, however I must acknowledge the possibility of inaccuracies in my observations. After conducting many tests, it can be concluded that the fob is not the cause of the issue. This determination is based on the fact that two different fobs have been used, successfully unlocking the doors. Additionally, the possibility of a faulty fob battery, vehicle battery, and starting motor has been eliminated as potential causes. One potential hypothesis that has been generated throughout our current discussion is if the issue at hand may perhaps be attributed to a malfunctioning ignition relay. At now, we find ourselves in a state of profound confusion and are contemplating resorting to the manufacturer's questionable practices as a potential solution, despite the inherent ethical concerns. I welcome any suggestions and inquiries, and I will promptly respond to any queries posed. The user expresses gratitude for the assistance provided.

Thank you for your response. Based on the information provided, it seems that the Sport Yellows would be the most suitable choice for your specific requirements. Alternatively, you may also choose the Bilstein B4-Damptronic, or maybe the updated Bilstein B6-DampTronic, in order to retain the Electronic Damping Control (EDC) functionality. Do you believe that either option would have an impact on the ride height?

Thank you for providing this valuable information. I am satisfied with my present ACS springs; however, a minor reduction in height would be desirable. Thank you for all the responses received, which have provided a wealth of valuable information. I am uncertain about the duration of my automobile ownership, which makes me somewhat hesitant to allocate a significant amount of funds towards the replacement of the dampers. This is an aspect worth considering if I want to retain it for an extended duration.

Thank you for providing the information. Indeed, it seems that changing the dampers would be the most advisable course of action. I was interested in using coding techniques to permanently enable the sports mode for the dampers, as an affordable alternative.

I have installed ACS springs on my F36 vehicle. The conventional dampers have a little rebound effect while operating in eco/comfort mode, however their performance improves significantly when set to a harsher setting in sports mode. I am interested in exploring the possibility of establishing a permanent configuration for the dampers in the stiffer sports setting, or alternatively, enabling the firmer setting to be applicable to both comfort mode and sports mode. I own the coding tools Carly, xHP, and Bootmod3, although I am uncertain about the appropriate first steps to do. Has anybody attempted this or can anyone provide any guidance or recommendations? Despite doing extensive searches, I have had little success in locating substantial information on the subject matter.

I am now experiencing similar issues with my 2001 allroad vehicle and I am interested in locating a knowledgeable technician that specializes in allroad models within the Los Angeles region. Could you please provide me with your references? Thank you.

Greetings, everyone. I have just produced a few new videos and I believe that sharing information about them with the members of this community would be of interest. I also acknowledge the potential curiosity among those present here to get a deeper understanding of the functioning and mechanisms behind their respective vehicles. The first video demonstrates the use of a Faultmate MSV-2 EXTREME device to diagnose issues, modify certain configurations, and see real-time data inside a few of the integrated systems, specifically in the vehicle server mode, on my own L322 Range Rover. In addition, I am demonstrating the wireless connection between my laptop and the device over a Bluetooth interface. Furthermore, I would like to highlight the recent acquisition of a slide-in LCD screen protector. The provided URL directs to a video file titled "EXTREME_SVR_L322.w After the completion of the development phase for our Faultmate MSV-2 hardware, it has been determined that our focus will now shift towards further enhancing our software capabilities. Specifically, our objective is to elevate the performance of our CAN BUS based vehicle modules to a level that surpasses that of other software offerings. The second video demonstrates the significant progress being made in this area, which is expected to be of great interest to owners of Range Rover Sports, specifically Disco 3's (which have the same technical features as the Sport and are generally referred to as T5's), as well as owners of 2005 onwards L322 Range Rovers, among others. This video demonstrates the real-time process of reading, modifying, and writing the cars CCF file, and examines the resulting impact on the vehicle. It is important to acknowledge that the majority of individuals may not possess knowledge about the acronym CCF or its significance. Therefore, in an effort to prevent disinterest among those who are already familiar with the subject matter, I will provide an explanation. In pre-CAN automobiles, the configurations for individual vehicle systems are stored inside the primary control unit of each respective system. In order to modify these elements, it is necessary to access each individual system and make adjustments to the settings or configuration data. This phenomenon was shown in the first video. In the case of CAN bus vehicles, due to their interconnectivity facilitated by the CAN network, the comprehensive vehicle settings and configuration are consolidated into a single control unit. This control unit houses a substantial amount of data known as the Car Configuration File (CCF). Additionally, there are two backup copies of the Central Control Function (CCF) that are kept in other locations inside the vehicle. These backup copies are also written to throughout the process, which accounts for the apparent delay in task completion shown in the video. The Comprehensive Configuration Framework (CCF) encompasses the establishment and customization of several aspects pertaining to the vehicle, including its installed components, available choices, and the fundamental characteristic of being a 4x4 vehicle. Additionally, the CCF facilitates the provision of personalized options for the vehicle. There are a multitude of alternatives, numbering in the hundreds. The equipment provided by the dealer has the capability to modify around 10 customization choices. However, it is possible for dealers to make specific requests to alter the Central Configuration File (CCF) in order to accommodate retrofits. In such cases, the dealer will get a file through email, which may be uploaded to the vehicle. In addition, it is possible for them to restore a vehicle's Central Configuration File (CCF) to its original factory settings. This capability is facilitated by the inclusion of a comprehensive library of "AS Built" CCF files, specific to each vehicle identification number (VIN), on the DVDs they receive. One may therefore potentially comprehend the significance of being able to modify any value or configuration inside the CCF, as it entails a considerable level of complexity. This is mostly attributed to the implementation of a robust cryptographic checksum, which makes the process quite challenging. Dealerships would undoubtedly perceive this capability as highly desirable. However, even individuals seeking to modify their wheel size would inadvertently disregard various factors, including gearbox change points, engine fueling mapping, speedometer accuracy, vehicle dynamics, air suspension settings, and more, if they fail to modify the CCF to accurately communicate the vehicle systems about the actual rolling radius. Hence, possessing this capacity has great importance, and it is understandable that we take much pride in this notable achievement that has been the focus of our efforts for a considerable duration. The provided URL leads to a video file titled "EXTREME_D3_CCF_Edit In the video, it can be seen that the act of programming the Instrument cluster results in a cascading impact of generating errors in other systems due to its temporary deviation from its usual functioning. At now, we are implementing an automated process for rectifying these errors. We are now approaching a significant milestone in the near future, excepting the Christmas holiday, which will bring forth notable progressions. It is important to closely monitor this area. Presented herewith is an expeditiously created visual representation, meticulously illustrating a limited selection of settings. There exists a multitude of concepts that have not been completely understood at now. It is worth noting that there are many visually captivating options available. It is important to acknowledge that some titles may not be accurately assigned at this time.