hybrid

While your at it, dont skimp out on replacing all of the hoses and plastic bits. If the expansion tank plastic is going brown ... replace that too.

getrag 260 wont fit a 4 cylinder because of bell housing differences... it will fit if you get it cut and welded. bit of a job though.

The is a proper bleed proceedure for e39/x5 which requires you to follow it to the letter. Even then you will have stalled air in the system with out a bit of driving around with the heater on full blast. IT all about catching it before the thermostat opens as not to trap air in the heater system which takes days to get out when it happens. E39 life ... something I dont miss anymore.

HI, you can edit it through your profile settings. I have highlighted the button on your existing avatar you can press to upload your new one.

The range on water is 78-121c which = dead center. So the gauge is a bit useless. Your ECU monitors inlet and outlet temps ... if theyre wildy out then there is an issue with your thermostat. You really want your inlet temp to be low as that is what the engine is using for the 'engine temp' scale and ignition retard

Knocking you probably wont be able to tell , pinking you can hear which is when your car is running hot. 3rd and 4th around 3-4.5k RPM is where knock happens on these engines. The amount of load is actually pretty high because of double vanos lower torque zones. Running some proper data logging (none of this OBDII crap) would reveal whats going on. The ones to look at is the IAT and coolant temps. You may/probably have a defective thermo stat or clutch fan thats now pants. I would start with the cooling system first and go from there. Happy to log your car if you need to with my software which is the only one in the world doing both native telemetry and the knock control system. BMW software doesn't even poll the ECU for knock values. I think it was put into it for motorsport and factory purposes.

In the disassembly of MDS50 and MSS54/52 ECU code. The MSS50/52/54 ECUs all have a very advanced knock control system. It has a per cylinder hi and low flag system which allows the ECU to determine the onset of knock and prepare for it. The other variables in the ignition retard equation are IAT and Coolant temps. There is quite a bit of logic that goes into it which I'm not going to stick on a public forum but it is the reason a lot of you will see wild differences in power. The S5X engines run quite high compression ratios for a road engine on pump gas and with that comes a close to the edge ignition control system. Here is some dyno software I developed for it ... top right is the knock control system read out.

I see some of you had over 90 degrees coolant temps, MSS54 knock control and direct correlation with your intake and coolant temps to retarding the ignition will explain a lot of the differences there.

Haha that was awesome. One he'll of a driver and era

This is why I gave my car to my fabricator to certify, Its cost $1500 to do with all of the extra fab work needed , but he already had the relationship with Neil Fraser so no re-visits or extra work needed. That price included he cert as well. Was worth it in my eyes for all of the messing around of trying to work your way through the engineering process.

just take it to a dyno and run it up ... if its down on HP the bearings are on the way out. Simple.

There is an interesting article some where I watched about why stop start technology at all. It's actually not for you and me to save $300 a year but more the emmisions for fleet savings. The manufacturer gets big savings and insentive to reduce over all fleet emissions. This is a way for them to achieve that. As much as you and don't like it, environmentally it's probably a good thing.

A direct shadow memory read of the DCS/ACS module will reveal all .. be it a static or sporadic error(s). This will give you some correct direction on where the problem lays. As Kopua says, Generic OBD software wont do it, you really need to use BMW software with the correct lookup tables. Alot of generic tools are developed for the US market, when they see a jap import car they dont know how to deal with the japanase hardware and software variants.

Yeah don't get me wrong... manuals are a lot more fun just not in rubbish traffic. If you don't do that every day then I guess no excuse for manual. I disagree with the dumbed down comment. I have just bought a brand new one of those dumbed down cars and when you actually live with it day bin day out the small driving aides make lots of sense. This is from someone who is all about driving experience. I guess after having pretty much every type of vehicle over the years it's like how I use computers. A different one for each purpose. Music Studio computer is just that ... making music. Main stay computer does all the graphics stuff etc. Garage pc has all of my car hacking stuff on it. And a Inet laptop for carrying around the house browsing the internets and not much else.

Talk to ray, he has one coming on the market in the next few weeks.

It doesnt quite work like that, if you turn the steering wheel while off it will start the engine again also

You do get use to it. Use to kind of annoy me too but now I love it. Mine works off brake pressure, by the time you have moved your foot back to the accelerator pedal the engine is running and ready to take off.

nice car .. .congrats

Depends where you live really. EG I couldnt think of anything worse than dailying a manual on my drive to work. 50% is sitting in a que. The new car has a very trick auto box which works the same as a DSG but without the maintenance problems. 6 speed, blips down shifts, holds gears, shifts as quick as a double clutch gear box and 0 transistion between gears, light weight torqure converer with and 100% lock most of the time so there is no slip going on. Modern autos are amazing. I love driving my e30 manual on the weekends ... its a great sole pleaser when I need the thrill back

Just don't go get some over heavy pistons .. fastest way to kill the lower end torque.

50 50 on that one Ron, The problem seems to be where BMW have placed the turbo, and so close to the output of the ports apparently causing a harmonic issue and vibrating the shaft enough to put pressure on the bearing and cause the chew out.

Such a cool car... will be one he'll of a neat hillclimb car.

No worries mate, again sorry about the slowness. Things have slowed down a bit at work so I can now spend a bit more time on it. there are some pretty sweet new features in this release. EG you can now copy an image in your copy paste buffer and directly paste it into a post. No more having to store images remotely and post img code in.

ahh sorry about that .. will delete some stuff. Also been away fromt he site recently so kinda missed replying this thread