jochen

That radio on ebay is a NG (twin-display) radio with OG connections - one of the few available that were made during the transitional period whilst they changed to NG radios. It is exactly the right type for a 2000 E46

For all BMW cars, E38/E39/E46/E53 and newer WDS V12 is the newest version, as used by the dealers, released 2008. Have a look. Loads of techy info. Great to use to understand your car's electronics. IE only, no Firefox support

If you have no AREA funtion then your radio is an olg generation (OG) radio. Only way to get NZ frequencies is by swapping the radio.

AM: US tunes in 10kHz steps, so won't tune to Aus AM stations FM: US tunes in 0.2MHz steps, and odd numbers, so tiunes to 100.1, 100.3, 100.5 etc. Won't tune to even numbered frequencies. Don't get an OG US radio. You'll regret it.

I must admit that I really cannot understand this fascination with indicator bulbs that have no orange colour in them Given that they have to illuminate orange, why do people get in such a bother to try and get rid of all orange colour when they are off? What is the driving factor here? I've had cars with orange indicator lights all my life and they've always looked good. In fact, I think a bit of colour in the tail and headlights looks nice....

Im my opinion, the original headlights look good. They are Hella, high quality, and work well. They comply with all the legislations and will always pass a WOF I cannot imagine why anyone would go to the trouble and expense of changing what is a perfectly good, original part. You are better to put the money into proper maintenance, like worn control arm bushings, engine oil, replacing broken cup holders, etc. Unless you are succumbing to peer pressure and fell a need to 'keep up with the Joneses' I believe a car that is original is worth more than a car that has been mucked about with and is a mish-mash of cheap aftermarket low quality parts, and the original precision-engineered BMW equipment I had a stock original 540i, and always used quality BMW parts. I knew it would last the distance, and when I sold it, the new owner appreciated the effort put into the maintenance of the vehicle. That added a lot of value, and translated into extra $$$ on the sales price.

Of course you can. It is a very simple calculation Consider yourself as the average driver: you refuel 1 x per week, and loose 15milli-litres of gas each refuel NZ has 4million people, about 3.2people per family. Assume average of 1 x car per family = 1.25m cars in NZ always on the road, refuelling once per week. (I actually think the average is now 1.2 cars per family) 1.25m x 0.015 litres wasted gas in one week = 18,750 wasted litres per week 52 weeks in the year, so that's 975,000 litres per year What's the price of gas now? $1.20 per litre? That's $1.17m worth of wasted gas per annum Adjust the variables to see what effect it has on the output: eg: if the average driver refuels on average every 2 weeks, that will halve the figure. And the above is just in New Zealand...

The tweeters will be connected via a simple cross-over bnetwork of 1 x series capacitor, and be in parallel with the mid range speaker Give me your chassis number and I can look up the wiring diagram.

Most had 3 x speakers in each front door (tweeter, mid, and low range) Some E38s had different door panels that only have grills indicating 2 x speakers, but you maye have 3 x speakers behind the grills. PS: with your E38 with integrated TV, it is very easy to retrofit the navigation system, especially to an NZ New car. Adds some cool features. With full spoken voice guidance through all speakers. And full colour map displays, including 3D view.

The radio in your photo is an OG radio: 1. DIN antenna socket 2. Has a diversity control connector 3. Has a round-pin main connector

For "naturally lazy begger" there's a perfect solution: take the car to the garage. The naturally hardworking garage will fix it, whilst you sloth around on the couch at home :-)

For around $40 NZD you can buy a brand new manual, exactly right for your version of car, from BMW You car is loaded with technology and the manual is essential to understand how the car works. Well worth the investment.

If the light works it cannot be a faulty connection Everything is controlled by datamessages sent over the databus, even switching on the interior light. So if the light works - which it does - the light wiring is OK. In that case, 90% of the time your observation will be an Operator Error. Read The Friendly Manual ie: lights on, key off = interior light on! Or: dark garage, light sensor says it is night, then light comes on etc

What system do you have? The 6-speaker, 10-speaker or 12-speaker system. All 3 options were made for the E38, you need to check what is fitted. Listen to each speaker grill to see if you have the tweeter, mid and lowrange speaker in the front doors. Some cars just have tweeter and full-range.

BMW dealers say the same, but following the procedure described earlier in this forum, I have converted many BMWs. Forget copying the disc. The Japs use their own map format that noone else in the world uses. No Jap nav system can work here, you must change the nav hardware. Which BMW tool will you use to reprogram the control units in your car?

The procedure is described earlier in this thread.

The cable runs from the headunit to the CD changer, you can choose to tap into the cable whereever you want. Personally, if you are going to have the ipod cable in the front of the car, I'd remove the headunit and tap into the cables there.

Found it: For the E60 ETC Electronic Toll Collector The Electronic Toll Collector (ETC) is a control unit for billing road tolls. The ETC is fitted in the inside mirror and connected to the navigation system.

You have an ex-Japan BMW The NO CARD refers to the integrated automatic toll charge system, built into the rear view mirror. You puchase credit, or buy a card that identifies you, and toll charges on Japanese motorways are then automatically billed to you as you drive through the toll gates. Only used in Japan, useless in any other country in the world. Give me your chassis number, I can look up some more info on it.

Get a post 2001 X5. Then the radio can be set to NZ mode at the touch of a button. And TV as well (if nfitted) And nav is easy to change to NZ nav, well worth it. One older X5 <2001, you have to change radio module instead of reprogramming it

Yes, NavCoder works with both Resler interfaces, or with the Simple Interface I have both the Resler USB Interface and the Simple Interface (homemade by me) which I use all the time with NavCoder.

This is perfectly possible. But fit a dual-pole dual-throw switch (DPDT) instead, so that you can switch between iPod and standard CD changer, that way you can still play standard CDs, and if you ever sell the car, you don't have to change it back. Wire colours: Production after 2001: Left +ve = White/Red Ground -ve = White/Brown Right +ve = White/Blue Production before 2001: Left +ve = White Left -ve = Black Right +ve = Red Right -ve = Grey When connecting to an RCA or 3.5mm lead, the RCA shield connects to the Ground or both -ve signals The left (usually white) and right (usually red) connect to the respective +ve wires.

That's an AV IN and AV OUT for connecting DVD, Video, iPod Video etc I had my iPod connected to it and the sound quality was fantastic. Bear in mind it is only mono sound (limitation of the VDO Video Module used in the BMW system) but it works well.

May help to understand the E46 EWS system: Electronic Vehicle Immobilisation System EWS 3.3 The EWS 3.3 serves as an antitheft alarm system and enables the start of BMW vehicles. A transponder chip is integrated in each of the vehicle keys. A ring coil is fitted about the ignition lock. The transponder chip is powered by the EWS3 control unit via this coil, i.e. no battery is required in the key. The power supply and data transfer take place in the same way as a transformer between the ring antenna (coil) at the ignition lock and the transponder chip integrated in the key. The key then sends data to the EWS3 control unit. If this data is correct, the EWS3 enables the starter by way of a relay installed in the control unit and additionally sends a coded start enable signal via a data link to the DME/DDE. <h2 class="chapter">Components</h2> <h3 class="subsection2">Key with integrated transponder chip</h3> A chip which can both transmit as well as receive (transponder) is integrated in the key. This transponder chip obtains its power from the field built up by the ring coil and uses it to communicate with the EWS3 control unit. This means that no battery is necessary in the key for power supply. Every key or the transponder integrated in it is a unique part. The control unit can also differentiate between the individual keys. The key transmits and receives data from/to the EWS control unit. If errors occur during communication between the EWS3 control unit and the individual keys, these errors are stored in the fault code memory - separate for each individual key. <h3 class="subsection2">Ring coil</h3> The ring coil is fitted on the ignition lock and serves as an antenna for communication between the transponder chip (in the key) and control unit. <h3 class="subsection2">EWS 3.3 control unit</h3> The EWS 3.3 control unit communicates with the key fitted in the ignition lock. If the communication procedure is correct and the key has sent all data necessary for identification and start enable to the control unit, the control unit detects whether the key is valid and has been released for use. If this is the case, it releases the starter relay located in the control unit and sends a coded enable signal via the data link to the DME/DDE. The control unit can manage a maximum of 10 keys allocated to the control unit, i.e. a maximum of 6 replacement keys are possible. The control unit can identify the individual keys thus making it possible to disable/enable individual keys and to store fault codes for each individual key separately in the fault code memory. <h3 class="subsection2">Data link to DME/DDE</h3> The EWS3 control unit sends a coded enable signal to the DME/DDE via the data link. The engine cannot be started before this signal has been transferred. <h3 class="subsection2">Engine control unit (DME/DDE) with coded start enable input</h3> The engine control unit (DME/DDE) only enables ignition and fuel supply if a correct enable signal is received from the EWS control unit. <h3 class="subsection2">EWS-DME/DDE interface</h3> Identical variable codes are stored in the EWS 3.3 control unit and in the DME/DDE control unit. The value of these codes changes after every start procedure. Engine start is only enabled when the code sent by the EWS control unit agrees with the code in the DME/DDE control unit. The control units are allocated only during initial programming of the DME/DDE control unit. The engine control unit then adopts the basic code of the EWS control unit. Important It is not possible to replace the DME/DDE or EW 3.3 control units for test purposes! In the case of certain faults, it is possible that the variable codes in both control units deviate from each other. In these cases it is possible to match the variable codes by means of the service function â€EWS - DME/DDE matchingâ€. <h2 class="chapter">Influencing variables</h2> <h3 class="subsection2">P/N input for automatic transmission</h3> Whether the vehicle is equipped with automatic transmission is defined in the coding. On automatic vehicles, a start procedure is enabled by the EWS3 only if the selector lever is in position P or N. The EWS3 control unit receives the information with regard to the selector lever position twice: Via a data link Via the K-bus If the information â€selector lever in position P or N†is sent only via the K-bus but, due to a fault, not via the data link, noticeable start delays within the range of 1 - 2 s can occur. <h3 class="subsection2">â€Central locking secured†signal</h3> The EWS3 control unit receives this information via the K-bus. If the EWS3 control unit receives the â€central locking secured†signal from the general module, in ignition lock position 1 (terminal R), the EWS sends back a signal via the K-bus which unlocks the central locking. <h3 class="subsection2">Afterrunning time</h3> Important For safety reasons, the EWS3 control unit features a code-dependent afterrunning time (approx. 10 seconds). It begins when the ignition lock is switched to 0 position. Within this afterrunning time start with any mechanically fitting key is enabled. <h2 class="chapter">Key identification and start procedure</h2> The following procedure takes place after inserting the vehicle key in the ignition lock: The transponder in the key is powered via the loop antenna and sends the key data to the EWS3 control unit. The EWS3 control unit then checks the key data to ensure it is correct and only then sends an enable signal to the engine management system and starter. After the engine has started, the EWS3 control unit generates new key data (change code) and transfers them to the transponder in the key. A new variable code is also created and stored in the DME/DDE control unit. <h2 class="chapter">Changing individual components</h2> <h3 class="subsection2">Key</h3> Replacement keys can be obtained from a sales point only via a BMW dealer where one of the 6 replacement keys fitting the vehicle is programmed. This key is not a copy of the lost key, but rather a new key. A total of not more than 6 replacement keys suitable for the installed EWS control unit can be made and handed over. There is a noticeable start delay of 1 - 2 s when a new key is inserted in the ignition lock for the very first time. From then on, the start procedure should take place without delay. Lost keys must be blocked by means of diagnosis. Refer to â€Special features of the diagnosis programâ€. CAUTION! Every request for a key is documented so that enquiries from insurance companies and authorities can be followed up. <h3 class="subsection2">Procedure for loss of all 10 keys</h3> A new EWS control unit is required if all 10 keys are lost. By providing all the necessary data, it is possible to obtain a new EWS control unit from a BMW dealer and the new transponder keys allocated to it with the previous mechanical key code. <h3 class="subsection2">EWS control unit</h3> The following procedure should be adhered to when replacing the EWS 3.3 control unit: Before replacing the EWS3 control unit: Leave defective control unit installed in vehicle and in the coding program (Encoding ZCS) select point â€1 New coding - 1 Replace control unit - 1 Read out data from defective control unitâ€. Coding data and vehicle-specific data is read out of the EWS control unit with this part of the program and buffered in the MoDiC or DIS tester. Now install new EWS 3 control unit. After replacing the control unit: Encode new EWS 3 control unit with coding program selection point â€1 New coding - 1 Replace control unit - 2 Transfer data to new control unit and encode control unitâ€. The buffered data is now transferred and EWS - DME/DDE matching is carried out. Note The procedure described above must be adhered to as all the data necessary for vehicle identification is also stored in the EWS control unit. It will be necessary to do without the data readout from the old control unit only if the EWS 3 control unit no longer has diagnostic capabilities. Proceed as follows in this case: Install new EWS control unit in the vehicle and encode with the encoding program and selection point â€1 New coding - 2 Re-encode control unitâ€. Then carry out matching with selection point â€EWS - DME/DDE matchingâ€. In this procedure, the vehicle data necessary for automatic vehicle identification cannot be written to the EWS control unit. <h3 class="subsection2">Replacement of engine control unit (DME/DDE)</h3> After replacing the engine control unit, â€EWS - DME/DDE matching†must be conducted with the coding program or in the diagnosis program. Important The ignition must then be switched off for at least 25 s. <h2 class="chapter">Service functions</h2> <h3 class="subsection2">Disable/enable key</h3> It is possible to disable or enable individual keys electronically via the diagnosis function (service functions). Important Electronically disabled means that both the starter as well as the engine control unit are not released (enabled) for the start procedure. It should be borne in mind that an electronically disabled key still fits mechanically, i.e. all flaps, lids and doors can still be opened. <h3 class="subsection2">Display of keys used to date in this vehicle</h3> Here, the display shows for each one of the 10 keys which can be managed by the EWS3 control unit whether it has been recognised at least once by the EWS control unit, i.e. it is possible to trace, also on older vehicles, how many keys have already been used in this particular vehicle. [End] So if you want to remove the EWS you need to do the following: Trick the DME in thinking that an EWS is installed. To do this you will have to emulate the code sent by the EWS control unit to the DME (which changes every time the engine is started) The only way to do this is with a replacement control unit to emulate the EWS, or replacing the DME with an aftermarket DME that has no EWS dependency I do not know if such devices exist, and I do not know if such and approach will be successful. But you have stated the customer wants to retain the original DME. So you have no choice but to fit the EWS. I strongly suggest you get a copy of the BMW WDS (Wiring Diagram System), which is where I obtained the above description. This describes the EWS, and the DME, and you will know exactly what each wire colour is for and where it goes. I cannot imagine doing what you are doing without using the WDS.... Good luck!

You may not have noticed it properly enough, but your exhaust DOES sound better than other V8s The V8 burble exists but is understated, in a similar manner to the rest of the car. You have 300 HP at your toetips, ready to be unleashed, but the BMW doesn't made a loud noise (pun intended) of the fact that it is a high tech, efficient, modern V8 So it already is much better than the other cars. I know, I had an E39 V8 :-) PS: if you do any changes, remember that the car currently has a high quality stainless steel exhaust that will last forever. Don't muck it up with cheap alternatives. If you fit anything else, make sure it comes from a reputable source that knows that the changes won't affect the enigine management system by altering exhaust pressures and gas flow. Never remove the catalytic converters, or their oxygen sensors, you'll totally stuff up the engine management if you do. PPS: to properly compare with an AMG, you need to use the M5 for comparision.