Jump to content

The X5 E70 40D had a malfunction upon exposure to a significant amount of water.


CrawlerTagz

Recommended Posts

Greetings, everyone.

I seek assistance from someone. Due to heavy rainfall causing a river in our hamlet, my wife borrowed the X5 for the day. The water depth was around 12 inches, as indicated by her description. She was operating the vehicle at a much reduced speed. Everything was going well until around the midpoint of the deluge, at which point several lights suddenly illuminated. Warnings for ABS, Dynamic Stability Control, and Electronic Handbrake. The car was still able to drive back home.

The scanner displays the following issues: some disappear after resetting, but reappear after driving.

The VTG (Transfer Case) is experiencing a line disconnection issue with terminal 30b in the 520D Transfer Box. This is related to the CF80 component. Engine management system has received a signal requesting a certain torque setpoint.
The transfer box (VTG) is experiencing a malfunction with the servor motor in the load circuit.
5215 Transfer box (VTG): Internal Control Unit malfunction (software reset)
5216 The PWM unexpectedly deactivated. 5222 Deactivate the control unit of the transfer box (VTG) in its entirety.
The user's text is "522A". Transfer box (VTG): Internal Control Unit malfunction (software reset)

ABS/DCS (Dynamic Stability Control) is referred to as D36A. No message received from the transmitter with the identifier VTG and the hexadecimal value 0xBC. The receiver is DSC and the transmitter is VTG with the hexadecimal value D36B. No message received from the transmitter with the identifier VTG and hexadecimal value 0x376. The receiver is DSC and the transmitter is VTG with hexadecimal value 5F3A. Transfer Case: Dysfunction

ECM/DME/DDE refers to the Digital Motor/Diesel Electronics system. The 4C3C message with code (SOLL_MOM_ANF, 0xBB) indicates a fault. Additionally, there is a LIN bus communication fault with code 49A6.

The electro-mechanical parking brake is experiencing an issue with the EMF DSC interface, specifically a signal invalid error.

It seems likely that water entered an area where it should not have, given the automobile was in good condition before being driven through water. I have removed the lower covers of the automobile and inspected the connection on the servo motor located on the transfer case. Although I seemed to be dry and clean, I decided to apply a coat of electrical cleaner/lubricant (a specialised product, not WD40) as a precautionary measure. I have thoroughly inspected the boot and ensured that no water has into the surrounding electronics, since I have come across information suggesting that this is a potential issue. Once again, everything seems to be in good condition and dry, despite the fact that everything has been left untouched for a few days before to my examination. The 4x4 system is completely non-functional since the front wheels remain disengaged at all times. The parking brake functions properly while the vehicle is not in motion, however it fails to engage when the vehicle is in motion. It is expected to perform well at depths of up to half a metre, and I have certainly used it in deep water without encountering any problems.

Do you have any suggestions on the next steps to investigate or the potential cause of the issue? I'm optimistic that the issue is only the presence of water, since everything was in good condition before becoming moist. I really dislike the notion of returning it to the BMW dealer if I can avoid it.

Link to comment
Share on other sites

The majority of your fault codes are associated with the Transfer case. Therefore, they are likely to be reset and reappear if the Transfer fault is not resolved. In my opinion (although it is purely speculative), it is probable that the servo motor has malfunctioned due to being submerged and is no longer functional. Alternatively, the gears in the transfer case may have been stripped.

The cost of a fully functional servo motor is around £80, while a set of nylon gears can be obtained for roughly £20. Since you have already removed the covers, I suggest removing the servo motor for testing and inspecting the gears.

Link to comment
Share on other sites

Do you have any recommendations on how to assess the functionality of a motor? Does the transfer case include any further electrical components than the servo motor responsible for generating the communication error?

Yesterday evening, I attempted to remove it, but it seems that the removal of the supporting bracket is necessary. I successfully removed all of the bolts, including the one that passes through the transfer case, but the object remained immovable. There is a rubber mount located between the support and the transfer case that is difficult to remove.

Link to comment
Share on other sites

I presume you are referring about the gearbox support bracket. I replaced mine since the old was very corroded. It took me less than an hour to remove and install the new one. After removing all the bolts from memory 5, I used a tiny jack to support the transfer case and adjust its height in order to facilitate the reinsertion of the long bolt.

Ensure that you have removed all the fasteners. There are a few instructional videos available on YouTube.

Link to comment
Share on other sites

Positive information (in my opinion). I have discovered that this is completely filled with water, so hopefully that is the issue. I own the ATC 450 transfer case, which is not afflicted by the worm gear issue. I have successfully located the precise item in a used condition on eBay, being sold by a dismantler. Consequently, I am hoping that this acquisition will resolve the issue. The integrity of this unit's waterproofing has been compromised over time, resulting in suboptimal seal performance. The puddles around it are the result of its opening.

 

image.thumb.png.1cc096f1dbfc8da59e75dcc78b085014.png

Link to comment
Share on other sites

Although the new module seems to have resolved all the issues, I am not completely free from potential problems. Prior to activating the 4 wheel drive, it seems that the automobile requires coding. I am hopeful that I have found someone who can assist me with that task on Friday.

Link to comment
Share on other sites

Alright, sharing this information to make people aware of the suffering. The individual with the suitable coding tablet was unable to do the coding task. According to it, it is necessary to do a software repair rather than merely coding. To do this, I must locate a numerical value consisting of either three or four digits in close proximity to the component number on the transfer case or gearbox. Subsequently, this information may be used to notify the vehicle of the modification and to inform the electronic systems about the transfer case or gearbox. Does anybody possess knowledge on this matter, or can anyone direct me to the source of this elusive numerical value?  Is it located on the gearbox or the transfer case? The transfer case is an ATC 450.

In the event that I am unable to locate it, the vehicle will be sent to the dealer on Monday to address an airbag recall. The dealer will then conduct an inquiry into the matter, with a cost of £222. The cost of coding cannot be determined until the inquiry is completed.

Reminder to oneself - avoid contact with water.

Link to comment
Share on other sites

Uncertain about the specific system he was using.

However, it is necessary for your Gearbox to be GA8HP707 AWD. Did your Transfer case have two options available at that time, namely ATC 450 and ATC 451? Can you confirm the accuracy of the component number? I am asking because according to Realoem, starting from April 2012, it should be ATC 451. 

Link to comment
Share on other sites

Thank you, Freelele. The transfer container is marked with ATC 450.

He experimented with two tools, namely Autologic Drive Pro and a previous-generation Autologic device. Both individuals said that coding the device was not an available option and that it must be performed as a repair. They then requested the 3 or 4 digit code as mentioned before. The above screenshot was taken from the previous autologic system.

Link to comment
Share on other sites

Autologic is a superior clone.

I will attempt to access the ISTA database in order to get workshop instructions. However, I regret to inform you that I will not be able to do so until Thursday.

Would it be too optimistic to assume that the transfer designation might be simplified to 450? Did he attempt that?

Link to comment
Share on other sites

I have just acquired a copy of ISTA. I must confess that I am quite apprehensive about doing it, considering the many cautionary statements I have come across on the internet on the potential for rendering one's automobile inoperable. Currently, I have only installed the diagnostic component, namely Rhiengold, and not ISTA P. I will examine the case again on Wednesday night in order to search for any numerical data.

Link to comment
Share on other sites

I discovered the numerical identifier located on the transfer case, specifically next to the designation "ATC 450" on the case. However, this crucial detail was not visually evident in the photo provided above. I only became able to perceive anything after I began the process of tidying things. The numerals on the case are illegible due to corrosion. It seems absurd that BMW employs this method, considering the significance of this number in facilitating the replacement of the servo actuator. Regardless, I have spoken with the nearby BMW dealership and they are uncertain about their ability to fulfil the request. Their fee for investigating the issue amounts to £222. Subsequently, they will inform me of the cost required to rectify the problem, namely by pairing the module to the transfer case. If the need of obtaining this number is absolute and there are no other methods available, then it is reasonable to infer that the only remaining alternative is to acquire a new transfer case. I am frustrated because despite having a functional transfer case and purchasing a new control module, I have discovered that there is no feasible method to synchronise their operation. There is no need to unnecessarily complicate things to this extent. In addition, I attempted to refurbish the previous module in order to establish communication with it and maybe get the code. However, the module is entirely non-functional, and if I reinstall it, the initial malfunctions resurface.

If you have similar issues, ensure that you are capable of interpreting these numerical values prior to purchasing any components to address the problem. Once I get it directly from the authorised dealer.

Link to comment
Share on other sites

Regrettably, BMW will insist on replacing the whole transfer case and attempt to persuade you to do so at a significant cost.

I am curious whether it is possible to get a rubbing. It may be more convenient to interpret the numerical values. 

Link to comment
Share on other sites

Allow me to provide a conclusive update on this matter - the issue has been resolved. Without any potential consequences, I made the decision to attempt to abrade the transfer case in order to access the numerical markings obscured by corrosion. I reasoned that I had no potential drawbacks, as if I couldn't get the number, I would probably have to spend thousands of pounds on a replacement. By lightly sanding with wet and dry sandpaper, I began to see numerical markings. The number was indistinct when seen directly, but became plainly discernible when illuminated from below. I need the number 184. Subsequently, I brought the vehicle to my nearby and very competent BMW technician, who successfully synchronised the new actuator with the transfer case, resolved all the malfunctions, and performed recalibration. Currently, the vehicle's performance has significantly improved and is now very smooth, surpassing its previous condition before to the flood. Previously, there was a little vibration at low speeds during sharp corners. I also replaced the transfer case oil.

Hopefully, this information proves beneficial to those encountering similar difficulties with an ATC450 TC. 

Link to comment
Share on other sites

Exceedingly excellent news

If you experience some jerking or resistance while turning at low speeds or when reversing while turning, it may be due to the usage of tyres that do not match or have uneven wear. Therefore, it is advisable to inspect the tyres and assess their condition.

Link to comment
Share on other sites

The situation improved when the TC was calibrated. Since the existing tyres lack the BMW star rating, I will be replacing them with Pirelli P Zero tyres this week. There were a handful of temperature-compensation (TC) mistakes preserved, so I decided to replace them as a precautionary measure.

Link to comment
Share on other sites

Please sign in to comment

You will be able to leave a comment after signing in



Sign In Now
×
×
  • Create New...