Lubed

These little 4 bangers seem to get a bad rap around the place, but are they really that bad by comparison to the 6 and 8 cylinders of the same era? Sure they suffer oil/coolant leaks, valve stem seal leaks, timing chains and guides failure etc but what N series engines of the same generation don't have issues? Is it due to the lack of power output compared their big brothers that the 4s receive their bad reputation? Maybe they are just the engine we love to hate?

Keep in mind that if you increase the oil hole diameter in the rail it will reduce lubrication to other engine components.

What parts are worn as the pictures look good enough for the engine to run. Are any components broken? I wonder if the initial diagnosis carried out by the workshop was incorrect and its worth reassembling the engine then start a fresh diagnosis.

What is the fault with the intermediate levers/valvetronic?

This was left over after getting my E28 drivers seat side bolster repaired. Measures 1070mm x 1350mm $160. The picture of the seats in the car gives the best representation of the actual colour of the fabric. The other pics are taken inside at night so the cloth appears darker but shows the texture well.

Its now gone

No I made a typo when I first listed it at $14 which was very quickly pointed out in a flurry of hopeful buyers by txt

Due to the lack of comparable sales here in NZ I checked out Australia and UK markets and have come up with a starting point of 14K. https://www.trademe.co.nz/a/motors/cars/bmw/listing/3013272748?bof=7z76Nta7

The tool is for manually winding up the electric windows should they fail. Unsure about the phone, just kept it for the business man on the move look. It still powers up.

I like your optimism , its a little richer than I would have thought. I have currently someone with ties to the classic car market doing some feeling about on prices so I will see what he comes back with.

Looking to sell my E28 and was after some thoughts on realistic pricing. Its a 86 525e with 176000kms, very tidy original condition inside and out, full documented dealership service history from 1991, everything works and drives like new. Seeing as these don't come up often its hard gauge were the market is, any feedback would be greatly appreciated.

Given that the car is so tidy inside and out with a fully documented history I was hoping for around $10500. Any feedback on pricing would be appreciated for when I go to list it next month. Cheers

Im selling my 86 525e next month. 175Kms, full dealership service history, very original unmolested rust free example. Previous owner had it for over 20yrs.

Try unplug the air mass sensor then road test. Its easy way of eliminating a component that can cause the fault your experiencing.

Your last picture shows leaking oil filter housing gaskets, its best to chase this leak first then clean off oil stains and recheck for possible furthers leaks. Have a close inspection of the coolant hoses that oil has leaked over as the oil can contaminate and swell the rubber hoses. Also have a good look around for blue coolant stains that may lead you to your coolant leak, or better yet pressure test the cooling system and check for leaks.

The part in question is a coolant passage blanking plate. A new plate comes with gaskets and can be replaced without removing head or engine, its just a very tight job.

Have never given any serious thought as to why the DME takes on such adaptations but at a guess I would say the valvetronic is not opening the valves correctly for that particular load/rpm range. You may find the fault return after a while and require a adaptation reset once again.

At least the parts cannon didn't punish you to much and you have given your engine some love in the process. I'm picking the software used the first time around was not up to the task of correctly deleting DME adaptations?

S54 engines do not have hydraulic lifters, they are shimmed.

How many kms has your car travelled?

Try reset all "DME adaptations". I have seen a reset fix this issue you have described before. You will need a good quality scanner to carry out this service function. Disconnecting the battery does not reset the DME unfortunately.

Have you confirmed both the in tank and underfloor pumps are running while cranking and supplying pressure to the HP pump?. A good quality tester will have a fuel bleed service function to bleed the system, otherwise and couple of 30sec cranks should do the trick to bleed it if that is in fact the problem. Give your starter a chance to cool between cranking cycles.

Just to clarify.... the engine was running immediately prior to the underfloor pump and filter being replaced? Is the fault "rail pressure monitoring" still present? . The DDE needs to see a minimum rail pressure set point before it will switch on the injectors and the engine then fire up. If both the in tank and underfloor pumps are running while the engine is cranking then it may be possible that the high pressure pump still has some air bubbles inside and not reaching the DDE set point pressure. How long have you cranked the engine for in one continuous cycle?

Looking at picture 1 it seems you have not taken the old O rings off the valve and have fitted the new O rings on top of the old ones. Old O rings do go hard over time making them look like plastic.

It is not the first time and probably will not be the last time someone somewhere leaves a caliper bolt loose. A couple of years ago an E70 was brought to our workshop from another shop to diagnose an issue they were having trouble with. One of my colleagues was road testing the vehicle when the lower caliper bolt came out resulting in the caliper rotating around on the upper bolt then punching through and locking the front wheel. Luck would have it that is was under 50kph and no crash resulted. There are no excuses for this sort of event other than human error. What is highlighted from this incident Jacko has been involved with is the poor handling of the situation, surly any reputable workshop would have fitted new OEM brakes at no cost along with a sincere apology at the very least.