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MANUFACTURER / MODULE CODE28D0
BMW 28D0 — Throttle valve initial adaptation lower limit not taught in
BMW · DME
PRIMARY SOURCE VERIFIED
WHAT IT MEANSPRIMARY SOURCE VERIFIED
BMW defines 28D0 in the BN2000 fault family as throttle-valve initial adaptation where the lower limit was not taught in.
This section is supported by a manufacturer, standards body, regulator, or other primary source in WrenchGuide's reviewed evidence set.
SEVERITYNot classified by sourceNOT CLASSIFIED BY SOURCE
DRIVEABILITYNot classified by sourceNOT CLASSIFIED BY SOURCE
BMW documents a flashing EML with a reduced-power Check Control message and/or a flashing Service Engine Soon (MIL) in this bulletin condition.
POSSIBLE CAUSES — NOT A DIAGNOSISPRIMARY SOURCE VERIFIED
For the listed vehicles and production window, BMW attributes the condition to sensitivity of the throttle-valve sensor during the adaptation teach-in limit run, where signal-voltage oscillations can terminate the teach-in or teach an incorrect lower-limit value.
CHECK FIRSTPRIMARY SOURCE VERIFIED
Confirm the source boundary before using this bulletin path: listed BMW model/engine family, production date from 2013-03-13 through 2013-04-18, and DME fault 28D0.
Treat the bulletin as a production-window throttle-sensor/adaptation issue, not a generic explanation for every 28D0 occurrence.
BMW's 2013 correction was software-release dependent. Use current BMW programming/diagnostic instructions rather than the bulletin's historical ISTA/P release numbers or its pre-release interim repair step.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not turn BMW's 2013 interim throttle-valve replacement instruction into a current blanket parts-replacement rule; it was explicitly a temporary path pending the then-upcoming software solution.
Do not apply this production-window diagnosis to vehicles built outside 2013-03-13 through 2013-04-18 without separate evidence.
BMW documents a flashing EML with a reduced-power Check Control message and/or a flashing Service Engine Soon (MIL) in this bulletin condition.
POSSIBLE CAUSES — NOT A DIAGNOSISPRIMARY SOURCE VERIFIED
For the listed vehicles and production window, BMW attributes the condition to sensitivity of the throttle-valve sensor during the adaptation teach-in limit run, where signal-voltage oscillations can terminate the teach-in or teach an incorrect lower-limit value.
CHECK FIRSTPRIMARY SOURCE VERIFIED
Confirm the listed model/engine family and production date from 2013-03-13 through 2013-04-18 before applying the B12 05 13 path to 28D4.
Treat the bulletin as a production-window throttle-sensor/adaptation issue rather than a generic explanation for every 28D4 occurrence.
Use current BMW programming/diagnostic instructions; the bulletin's ISTA/P version references and interim replacement path describe the 2013 release state.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not use the bulletin's pre-software-release throttle-valve replacement step as a current blanket repair rule.
Do not generalise this production-window diagnosis beyond the source applicability without separate evidence.
BMW documents a flashing EML with a reduced-power Check Control message and/or a flashing Service Engine Soon (MIL) in this bulletin condition.
POSSIBLE CAUSES — NOT A DIAGNOSISPRIMARY SOURCE VERIFIED
For the listed vehicles and production window, BMW attributes the condition to sensitivity of the throttle-valve sensor during the adaptation teach-in limit run, where signal-voltage oscillations can disrupt adaptation.
CHECK FIRSTPRIMARY SOURCE VERIFIED
Confirm the listed model/engine family and production date from 2013-03-13 through 2013-04-18 before applying the B12 05 13 path to 28C4.
Treat the bulletin as a production-window throttle-sensor/adaptation issue rather than a generic explanation for every 28C4 occurrence.
Use current BMW programming/diagnostic instructions; the bulletin's software-version and interim-replacement instructions are historical.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not use the bulletin's historical interim throttle-valve replacement step as a current blanket repair rule.
Do not generalise this production-window diagnosis beyond the source applicability without separate evidence.
BMW 3166 — Tank-ventilation system fault in B12 05 13 adaptation condition
BMW · DME
PRIMARY SOURCE VERIFIED
WHAT IT MEANSPRIMARY SOURCE VERIFIED
BMW lists 3166 as a tank-ventilation system fault in the BN2000 fault family associated with the source-defined throttle-adaptation condition in SIB B12 05 13.
This section is supported by a manufacturer, standards body, regulator, or other primary source in WrenchGuide's reviewed evidence set.
SEVERITYNot classified by sourceNOT CLASSIFIED BY SOURCE
DRIVEABILITYNot classified by sourceNOT CLASSIFIED BY SOURCE
BMW documents a flashing EML with a reduced-power Check Control message and/or a flashing Service Engine Soon (MIL) in this bulletin condition.
POSSIBLE CAUSES — NOT A DIAGNOSISPRIMARY SOURCE VERIFIED
Within the bulletin's exact vehicle and production scope, BMW attributes the listed fault family, including 3166, to throttle-valve sensor sensitivity during adaptation.
CHECK FIRSTPRIMARY SOURCE VERIFIED
Confirm the listed model/engine family and production date from 2013-03-13 through 2013-04-18 before treating 3166 as part of this bulletin condition.
Do not infer that every 3166 tank-ventilation fault is caused by the throttle valve; this interpretation is confined to B12 05 13's exact production-window complaint context.
Use current BMW programming/diagnostic instructions rather than the bulletin's 2013 software-release and interim-replacement steps.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not replace tank-ventilation components from 3166 alone when the source-defined B12 05 13 condition applies; BMW's bulletin attributes this listed fault profile to throttle-valve sensor sensitivity during adaptation.
Do not use the bulletin's historical interim throttle-valve replacement step as a current blanket repair rule.
The reviewed bulletin documents the airbag warning lamp illuminated when 9402 is stored in ACSM2.
POSSIBLE CAUSES — NOT A DIAGNOSISPROFESSIONAL SOURCE VERIFIED
BMW identifies a faulty Roll-Over Controller (ROC) as the cause addressed by this bulletin.
CHECK FIRSTPROFESSIONAL SOURCE VERIFIED
Confirm the vehicle is an E93 and that 9402 is stored in ACSM2 before applying this source path; do not generalise the bulletin to E90, E91 or E92 vehicles.
Use current BMW diagnostics and the current rollover-protection repair information for the vehicle. The reviewed bulletin's correction is ROC replacement and it refers technicians to BMW Repair Instruction RA 65 77 770.
DO NOT REPLACE BLINDLYPROFESSIONAL SOURCE VERIFIED
Do not turn this summary into an improvised restraint-system replacement procedure. The source directs ROC replacement through BMW's repair instruction; WrenchGuide intentionally withholds step-by-step safety-system removal or installation instructions here.
Do not replace unrelated ACSM or airbag components from 9402 alone; the reviewed bulletin identifies the ROC as the component addressed by this specific E93 condition.
BMW documents rough engine running as a possible customer complaint.
BMW documents a crank-no-start condition as a possible customer complaint.
BMW documents an illuminated Check Engine Light as a possible customer complaint.
POSSIBLE CAUSES — NOT A DIAGNOSISPRIMARY SOURCE VERIFIED
BMW identifies oil contamination at the VVT eccentric-shaft sensor connector and/or DME connector caused by oil leakage at the VVT sensor gasket as the condition addressed by this bulletin.
CHECK FIRSTPRIMARY SOURCE VERIFIED
Perform a vehicle test and confirm the stored fault and exact N51/N52-family vehicle applicability.
Unplug eccentric-shaft sensor connector X60253 and inspect the connector and engine-harness side for engine-oil contamination.
If no oil is found at the eccentric-shaft sensor connector/harness, BMW states that this bulletin does not apply; continue with the applicable ISTA test plans instead.
If oil is present at the sensor connector/harness, inspect the DME and DME electrical-harness connector for oil contamination before choosing the repair branch.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not replace the eccentric-shaft sensor or DME from 2A37 alone; the BMW bulletin's replacement branches require confirmed oil contamination.
Do not apply the bulletin's parts list when no oil is found at the eccentric-shaft sensor connector/harness; BMW directs technicians back to the applicable ISTA test plan in that case.
DME replacement belongs only to the BMW branch where oil contamination is actually found at the DME connector/harness.
BMW documents rough engine running as a possible customer complaint.
BMW documents a crank-no-start condition as a possible customer complaint.
BMW documents an illuminated Check Engine Light as a possible customer complaint.
POSSIBLE CAUSES — NOT A DIAGNOSISPRIMARY SOURCE VERIFIED
BMW identifies oil contamination at the VVT eccentric-shaft sensor connector and/or DME connector caused by oil leakage at the VVT sensor gasket as the condition addressed by this bulletin.
CHECK FIRSTPRIMARY SOURCE VERIFIED
Perform a vehicle test and confirm the stored fault and exact N51/N52-family vehicle applicability.
Unplug eccentric-shaft sensor connector X60253 and inspect the connector and engine-harness side for engine-oil contamination.
If no oil is found at the eccentric-shaft sensor connector/harness, BMW states that this bulletin does not apply; continue with the applicable ISTA test plans instead.
If oil is present at the sensor connector/harness, inspect the DME and DME electrical-harness connector for oil contamination before choosing the repair branch.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not replace the eccentric-shaft sensor or DME from 2A47 alone; the BMW bulletin's replacement branches require confirmed oil contamination.
Do not apply the bulletin's parts list when no oil is found at the eccentric-shaft sensor connector/harness; BMW directs technicians back to the applicable ISTA test plan in that case.
DME replacement belongs only to the BMW branch where oil contamination is actually found at the DME connector/harness.
BMW documents the transmission warning light illuminating and the transmission entering failsafe mode in this fault scenario.
POSSIBLE CAUSES — NOT A DIAGNOSISPRIMARY SOURCE VERIFIED
Low transmission fluid level.
An internal transmission pressure leak caused by a defective rectangular adapter seal between the transmission housing and the Mechatronic.
CHECK FIRSTPRIMARY SOURCE VERIFIED
Confirm the vehicle is within the bulletin scope: E90/E91/E92/E93 with N52K or N54 and ZF 6HP19TU (6HP21) or 6HP19X TU, produced from SOP through 02/2008.
Check the transmission fluid level first and top up if needed using the BMW-specified filling procedure and fluid from the bulletin.
After correcting fluid level, clear the EGS fault memory and test-drive the vehicle. If the listed faults do not return, BMW's bulletin says no further repair in this path is required.
If the initial fluid level was correct, or the faults return after topping up and test-driving, remove the Mechatronic and inspect the rectangular adapter seal for cracks or other damage before escalating further.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not jump from 4F81 straight to a transmission or Mechatronic replacement. BMW's documented path checks fluid level first, then the rectangular Mechatronic adapter seal if the fault remains.
BMW lists 507B as a subsequent fault that can be stored with 4F81 when the transmission warning/failsafe condition occurs.
CHECK FIRSTPRIMARY SOURCE VERIFIED
When 507B is present with 4F81 on an in-scope vehicle, follow BMW's 4F81 path: verify transmission fluid level first and inspect the Mechatronic adapter seal only if the fluid level is correct or the fault cluster returns.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not treat 507B in this documented cluster as standalone proof that the parking-gear sensor itself has failed; BMW describes it as a subsequent fault accompanying 4F81.
BMW lists 507C as a subsequent fault that can be stored with 4F81 when the transmission warning/failsafe condition occurs.
CHECK FIRSTPRIMARY SOURCE VERIFIED
When 507C is present with 4F81 on an in-scope vehicle, follow BMW's 4F81 path: verify transmission fluid level first and inspect the Mechatronic adapter seal only if the fluid level is correct or the fault cluster returns.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not treat 507C in this documented cluster as standalone proof that the parking-gear sensor itself has failed; BMW describes it as a subsequent fault accompanying 4F81.
BMW lists 507D as a subsequent fault that can be stored with 4F81 when the transmission warning/failsafe condition occurs.
CHECK FIRSTPRIMARY SOURCE VERIFIED
When 507D is present with 4F81 on an in-scope vehicle, follow BMW's 4F81 path: verify transmission fluid level first and inspect the Mechatronic adapter seal only if the fluid level is correct or the fault cluster returns.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not treat 507D in this documented cluster as standalone proof of a parking-lock hardware failure; BMW describes it as a subsequent fault accompanying 4F81.
BMW 480A — E90 335d diesel particulate filter restriction
BMW · DDE
PRIMARY SOURCE VERIFIED
WHAT IT MEANSPRIMARY SOURCE VERIFIED
BMW identifies 480A on the M57Y E90 335d as a diesel particulate filter fault associated with excessive exhaust backpressure / a heavily contaminated filter.
This section is supported by a manufacturer, standards body, regulator, or other primary source in WrenchGuide's reviewed evidence set.
SEVERITYNot classified by sourceNOT CLASSIFIED BY SOURCE
DRIVEABILITYNot classified by sourceNOT CLASSIFIED BY SOURCE
BMW documents the Service Engine Soon / malfunction indicator lamp illuminated in the DPF fault context.
BMW's related DPF-cleaning bulletin lists possible customer complaints including a 'Drive faulty' Check Control message, engine jerking or lack of power across the engine-speed range, and an illuminated MIL.
POSSIBLE CAUSES — NOT A DIAGNOSISPRIMARY SOURCE VERIFIED
BMW identifies exhaust-system faults that affect DPF monitoring and an unfavorable recent driving profile as causes of insufficient regeneration / restriction.
BMW separately warns that increased DPF loading is an effect rather than a root cause and calls out preheating-system faults, a faulty coolant thermostat, EGR / charge-pressure / air-mass / turbo-control-flap / vacuum-system faults and short-distance driving as potential underlying causes to eliminate first.
CHECK FIRSTPRIMARY SOURCE VERIFIED
Confirm the source scope before using this record: E90 335d with M57Y and DDE. BMW uses a different DPF code family for the N47T/N57T engines in the same bulletin.
Determine whether the restriction follows an unfavorable short-trip driving profile or whether another exhaust / air / fuel / cooling fault is preventing successful regeneration.
Inspect the induction and charge-air hoses for leaks, run the air-mass-system test, and check swirl-flap / EGR function as BMW directs.
Inspect the exhaust-pressure hose to the DPF and check exhaust-temperature-sensor and exhaust-pressure-sensor plausibility before treating the filter itself as the root cause.
Do not request forced regeneration while 480A or 481A is currently present. BMW states the ISTA service-function regeneration is enabled only after the relevant DPF faults are 'currently not present' and the documented operating conditions are satisfied.
USEFUL LIVE DATA / TESTSPRIMARY SOURCE VERIFIED
SOURCE-TRACED TEST VALUE — Engine temperature before periodic / forced DPF regeneration: > 75 °C. BMW requires engine temperature above 75°C as one prerequisite for enabling the documented periodic / forced DPF regeneration. This threshold is not permission to force regeneration while 480A/481A is active or while other prerequisite faults remain. Test condition: BMW SIB B18 03 10 Procedure 2: the relevant DPF faults must have status 'currently not present' before the ISTA service-function regeneration is enabled. Sufficient fuel must be present and the fuel-reserve lamp must remain off. No DDE fault concerning air, exhaust gas or sensors may be stored.
SOURCE-TRACED TEST VALUE — Exhaust-gas temperature upstream of the DPF before service-function regeneration: > 240 °C. BMW requires the exhaust-gas temperature upstream of the DPF to be above 240°C before the documented service-function regeneration is enabled. Test condition: BMW SIB B18 03 10 Procedure 2 regeneration conditions apply. The relevant DPF faults must be 'currently not present', sufficient fuel must be available, and no DDE air/exhaust/sensor fault may be stored.
SOURCE-TRACED TEST VALUE — Exhaust-gas temperature associated with successful DPF regeneration: > 500 °C. BMW states successful regeneration takes place at exhaust-gas temperature above 500°C. This is a source-defined regeneration condition, not a generic exhaust-temperature target for normal driving. Test condition: BMW SIB B18 03 10 Procedure 2 driving / regeneration context. BMW states that ideal regeneration driving raises exhaust-gas temperature above 600°C, while successful regeneration takes place above 500°C.
SOURCE-TRACED TEST VALUE — Exhaust-gas temperature during continuous DPF regeneration: 280–350 °C. BMW describes continuous DPF regeneration / slower soot oxidation at approximately 280–350°C exhaust-gas temperature. It is not the same as the higher-temperature periodic regeneration event. Test condition: BMW describes continuous regeneration during normal driving and repeats the 280–350°C band in the constant-speed recovery procedure. This range describes continuous soot oxidation / regeneration context and must not be read as the threshold for successful periodic regeneration, which BMW separately states occurs above 500°C.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not condemn or replace the DPF solely because 480A is stored. BMW states increased DPF loading is an effect, not a root cause, and requires underlying air/fuel/cooling/EGR/boost/vacuum issues to be eliminated first.
Do not treat BMW's chemical-cleaning branch as a repeatable maintenance shortcut. The cleaning bulletin limits chemical cleaning to soot-clogged filters that cannot regenerate and warns that the method may only be used once because repeated cleaning can damage the filter ceramics.
BMW 481A — E90 335d DPF backpressure above maximum
BMW · DDE
PRIMARY SOURCE VERIFIED
WHAT IT MEANSPRIMARY SOURCE VERIFIED
BMW identifies 481A on the M57Y E90 335d as the diesel particulate filter state where exhaust backpressure is above the documented maximum / the filter is heavily blocked.
This section is supported by a manufacturer, standards body, regulator, or other primary source in WrenchGuide's reviewed evidence set.
SEVERITYNot classified by sourceNOT CLASSIFIED BY SOURCE
DRIVEABILITYNot classified by sourceNOT CLASSIFIED BY SOURCE
BMW documents the Service Engine Soon / malfunction indicator lamp illuminated in the DPF fault context.
BMW's related DPF-cleaning bulletin lists possible customer complaints including a 'Drive faulty' Check Control message, engine jerking or lack of power across the engine-speed range, and an illuminated MIL.
POSSIBLE CAUSES — NOT A DIAGNOSISPRIMARY SOURCE VERIFIED
BMW describes 481A as a later, more severe restriction state that can follow continued driving after 480A when regeneration remains unsuccessful.
BMW states increased DPF loading is an effect rather than a root cause and requires faults in the air/fuel/cooling/EGR/charge-pressure/air-mass/turbo-control/vacuum systems and an unfavorable short-distance driving profile to be considered first.
CHECK FIRSTPRIMARY SOURCE VERIFIED
Confirm the source scope before using this record: E90 335d with M57Y and DDE. BMW uses a different DPF code family for N47T/N57T engines in the same source.
Read 481A together with 480A and the rest of the DDE fault memory; BMW documents 481A as the above-maximum backpressure state that may follow continued driving after 480A.
Eliminate the upstream causes BMW lists before escalating filter treatment: preheating, coolant thermostat, EGR, charge-pressure, air-mass, turbo-control-flap and vacuum-system problems plus an unfavorable driving profile.
Use the current ISTA diagnostic path. BMW's cleaning bulletin directs regeneration first when the applicable DPF faults are 'currently not present'; if regeneration cannot be performed successfully, chemical cleaning is a later branch with a one-time-use warning.
USEFUL LIVE DATA / TESTSPRIMARY SOURCE VERIFIED
SOURCE-TRACED TEST VALUE — Engine temperature before periodic / forced DPF regeneration: > 75 °C. BMW requires engine temperature above 75°C as one prerequisite for enabling the documented periodic / forced DPF regeneration. This threshold is not permission to force regeneration while 480A/481A is active or while other prerequisite faults remain. Test condition: BMW SIB B18 03 10 Procedure 2: the relevant DPF faults must have status 'currently not present' before the ISTA service-function regeneration is enabled. Sufficient fuel must be present and the fuel-reserve lamp must remain off. No DDE fault concerning air, exhaust gas or sensors may be stored.
SOURCE-TRACED TEST VALUE — Exhaust-gas temperature upstream of the DPF before service-function regeneration: > 240 °C. BMW requires the exhaust-gas temperature upstream of the DPF to be above 240°C before the documented service-function regeneration is enabled. Test condition: BMW SIB B18 03 10 Procedure 2 regeneration conditions apply. The relevant DPF faults must be 'currently not present', sufficient fuel must be available, and no DDE air/exhaust/sensor fault may be stored.
SOURCE-TRACED TEST VALUE — Exhaust-gas temperature associated with successful DPF regeneration: > 500 °C. BMW states successful regeneration takes place at exhaust-gas temperature above 500°C. This is a source-defined regeneration condition, not a generic exhaust-temperature target for normal driving. Test condition: BMW SIB B18 03 10 Procedure 2 driving / regeneration context. BMW states that ideal regeneration driving raises exhaust-gas temperature above 600°C, while successful regeneration takes place above 500°C.
SOURCE-TRACED TEST VALUE — Exhaust-gas temperature during continuous DPF regeneration: 280–350 °C. BMW describes continuous DPF regeneration / slower soot oxidation at approximately 280–350°C exhaust-gas temperature. It is not the same as the higher-temperature periodic regeneration event. Test condition: BMW describes continuous regeneration during normal driving and repeats the 280–350°C band in the constant-speed recovery procedure. This range describes continuous soot oxidation / regeneration context and must not be read as the threshold for successful periodic regeneration, which BMW separately states occurs above 500°C.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not replace the DPF solely from 481A without resolving the cause of loading and distinguishing soot loading from end-of-service-life ash loading; BMW states an ash-loaded filter cannot be restored by the chemical-cleaning method.
Do not repeatedly chemically clean the filter. BMW warns repeated cleaning can permanently damage the filter ceramics and limits the documented method to one use.
POSSIBLE CAUSES — NOT A DIAGNOSISPRIMARY SOURCE VERIFIED
BMW lists 429A as a secondary fault in the M57Y clogged-DPF condition, while also warning that increased DPF loading is an effect rather than the root cause.
The same bulletin requires charging-pressure, air-mass, EGR, exhaust-turbocharger-control-flap and vacuum-system problems to be eliminated before escalating DPF treatment.
CHECK FIRSTPRIMARY SOURCE VERIFIED
Confirm the source scope: E90 335d with M57Y and DDE. BMW lists a different secondary-fault family for N47T/N57T engines in the same bulletin.
Read 429A together with 480A/481A and the rest of the DDE fault memory rather than treating it as an isolated turbocharger diagnosis.
Follow the current ISTA diagnostic path and verify the charge-pressure, air-mass, EGR, turbo-control-flap and vacuum-system causes BMW lists before attempting DPF regeneration or cleaning.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not use 429A in this bulletin as standalone proof that the turbocharger or DPF requires replacement. BMW categorizes it as a secondary fault and requires upstream root-cause diagnosis before DPF treatment.
POSSIBLE CAUSES — NOT A DIAGNOSISPRIMARY SOURCE VERIFIED
BMW lists 4530 as a secondary fault in the M57Y clogged-DPF condition and separately states that excessive DPF loading is an effect rather than a root cause.
The bulletin directs diagnosis of charging-pressure, air-mass, EGR, exhaust-turbocharger-control-flap and vacuum-system problems before escalating DPF treatment.
CHECK FIRSTPRIMARY SOURCE VERIFIED
Confirm the source scope: E90 335d with M57Y and DDE.
Read 4530 together with 480A/481A and the complete DDE fault memory; BMW presents it as a secondary fault in the same DPF-cleaning scenario.
Use the current ISTA test path and eliminate charge-pressure, air-mass, EGR, turbo-control-flap and vacuum-system causes before regeneration or chemical-cleaning escalation.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not treat 4530 in this bulletin as standalone proof that the turbocharger or DPF requires replacement. BMW's procedure starts with diagnosis of the underlying systems and treats DPF loading as an effect.
BMW states the Service Engine Soon light is on in this bulletin condition.
BMW states the engine may run roughly.
POSSIBLE CAUSES — NOT A DIAGNOSISPRIMARY SOURCE VERIFIED
When the source-defined E90 335d/M57Y fault-code profile is present, BMW attributes the condition to excessive carbon buildup in the intake system.
CHECK FIRSTPRIMARY SOURCE VERIFIED
Confirm the exact bulletin scope before using this record: E90 335d with M57Y and DDE. Do not apply the carbon-cleaning conclusion from 3FF1 alone on another BMW or outside the source-defined fault profile.
For the bulletin condition, BMW's repair path cleans the intake valves in both swirl and tangential ports and chemically cleans the intake manifold.
After carbon cleaning, BMW requires the DDE fuel-injector zero-mass adaptation values to be cleared before the test drive, followed by fault-memory recheck. Use the current BMW service workflow rather than assuming the 2014 IRAP/ISTA/P sequence is unchanged.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not replace the intake manifold solely because this bulletin applies. BMW states that, unless replacement is necessary for another reason, intake-manifold replacement is not required for the carbon-cleaning procedure.
Do not treat 3FF1 by itself as proof of intake carbon on every BMW; the BMW source ties the carbon conclusion to this specific E90 335d/M57Y fault-code profile and complaint context.
BMW states the Service Engine Soon light is on in this bulletin condition.
BMW states the engine may run roughly.
POSSIBLE CAUSES — NOT A DIAGNOSISPRIMARY SOURCE VERIFIED
When the source-defined E90 335d/M57Y fault-code profile is present, BMW attributes the condition to excessive carbon buildup in the intake system.
CHECK FIRSTPRIMARY SOURCE VERIFIED
Confirm the exact bulletin scope before using this record: E90 335d with M57Y and DDE, and evaluate 4595 in the source-defined fault-code profile rather than as a standalone carbon diagnosis.
For the bulletin condition, BMW's repair path cleans the intake valves in both swirl and tangential ports and chemically cleans the intake manifold.
After carbon cleaning, BMW requires the DDE fuel-injector zero-mass adaptation values to be cleared before the test drive, followed by fault-memory recheck. Use the current BMW service workflow rather than assuming the 2014 IRAP/ISTA/P sequence is unchanged.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not replace the intake manifold solely because this bulletin applies. BMW states that, unless replacement is necessary for another reason, intake-manifold replacement is not required for the carbon-cleaning procedure.
Do not generalise 4595 to an automatic intake-carbon diagnosis outside the E90 335d/M57Y profile documented by BMW.
BMW states the Service Engine Soon light is on in this bulletin condition.
BMW states the engine may run roughly.
POSSIBLE CAUSES — NOT A DIAGNOSISPRIMARY SOURCE VERIFIED
When the source-defined E90 335d/M57Y fault-code profile is present, BMW attributes the condition to excessive carbon buildup in the intake system.
CHECK FIRSTPRIMARY SOURCE VERIFIED
Confirm the exact bulletin scope before using this record: E90 335d with M57Y and DDE, and evaluate 459B in the source-defined fault-code profile rather than as a standalone carbon diagnosis.
For the bulletin condition, BMW's repair path cleans the intake valves in both swirl and tangential ports and chemically cleans the intake manifold.
After carbon cleaning, BMW requires the DDE fuel-injector zero-mass adaptation values to be cleared before the test drive, followed by fault-memory recheck. Use the current BMW service workflow rather than assuming the 2014 IRAP/ISTA/P sequence is unchanged.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not replace the intake manifold solely because this bulletin applies; BMW states replacement is not required unless necessary for another reason.
Do not generalise 459B to an automatic intake-carbon diagnosis outside the E90 335d/M57Y profile documented by BMW.
BMW states the Service Engine Soon light is on in this bulletin condition.
BMW states the engine may run roughly.
POSSIBLE CAUSES — NOT A DIAGNOSISPRIMARY SOURCE VERIFIED
When the source-defined E90 335d/M57Y fault-code profile is present, BMW attributes the condition to excessive carbon buildup in the intake system.
CHECK FIRSTPRIMARY SOURCE VERIFIED
Confirm the exact bulletin scope before using this record: E90 335d with M57Y and DDE, and evaluate 4592 in the source-defined fault-code profile rather than as a standalone carbon diagnosis.
For the bulletin condition, BMW's repair path cleans the intake valves in both swirl and tangential ports and chemically cleans the intake manifold.
After carbon cleaning, BMW requires the DDE fuel-injector zero-mass adaptation values to be cleared before the test drive, followed by fault-memory recheck. Use the current BMW service workflow rather than assuming the 2014 IRAP/ISTA/P sequence is unchanged.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not replace the intake manifold solely because this bulletin applies; BMW states replacement is not required unless necessary for another reason.
Do not generalise 4592 to an automatic intake-carbon diagnosis outside the E90 335d/M57Y profile documented by BMW.
BMW states the Service Engine Soon light is on in this bulletin condition.
BMW states the engine may run roughly.
POSSIBLE CAUSES — NOT A DIAGNOSISPRIMARY SOURCE VERIFIED
When the source-defined E90 335d/M57Y fault-code profile is present, BMW attributes the condition to excessive carbon buildup in the intake system.
CHECK FIRSTPRIMARY SOURCE VERIFIED
Confirm the exact bulletin scope before using this record: E90 335d with M57Y and DDE, and evaluate 4596 in the source-defined fault-code profile rather than as a standalone carbon diagnosis.
For the bulletin condition, BMW's repair path cleans the intake valves in both swirl and tangential ports and chemically cleans the intake manifold.
After carbon cleaning, BMW requires the DDE fuel-injector zero-mass adaptation values to be cleared before the test drive, followed by fault-memory recheck. Use the current BMW service workflow rather than assuming the 2014 IRAP/ISTA/P sequence is unchanged.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not replace the intake manifold solely because this bulletin applies; BMW states replacement is not required unless necessary for another reason.
Do not generalise 4596 to an automatic intake-carbon diagnosis outside the E90 335d/M57Y profile documented by BMW.
BMW states the Service Engine Soon light is on in this bulletin condition.
BMW states the engine may run roughly.
POSSIBLE CAUSES — NOT A DIAGNOSISPRIMARY SOURCE VERIFIED
When the source-defined E90 335d/M57Y fault-code profile is present, BMW attributes the condition to excessive carbon buildup in the intake system.
CHECK FIRSTPRIMARY SOURCE VERIFIED
Confirm the exact bulletin scope before using this record: E90 335d with M57Y and DDE, and evaluate 4593 in the source-defined fault-code profile rather than as a standalone carbon diagnosis.
For the bulletin condition, BMW's repair path cleans the intake valves in both swirl and tangential ports and chemically cleans the intake manifold.
After carbon cleaning, BMW requires the DDE fuel-injector zero-mass adaptation values to be cleared before the test drive, followed by fault-memory recheck. Use the current BMW service workflow rather than assuming the 2014 IRAP/ISTA/P sequence is unchanged.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not replace the intake manifold solely because this bulletin applies; BMW states replacement is not required unless necessary for another reason.
Do not generalise 4593 to an automatic intake-carbon diagnosis outside the E90 335d/M57Y profile documented by BMW.
BMW states the Service Engine Soon light is on in this bulletin condition.
BMW states the engine may run roughly.
POSSIBLE CAUSES — NOT A DIAGNOSISPRIMARY SOURCE VERIFIED
When the source-defined E90 335d/M57Y fault-code profile is present, BMW attributes the condition to excessive carbon buildup in the intake system.
CHECK FIRSTPRIMARY SOURCE VERIFIED
Confirm the exact bulletin scope before using this record: E90 335d with M57Y and DDE, and evaluate 459C in the source-defined fault-code profile rather than as a standalone carbon diagnosis.
For the bulletin condition, BMW's repair path cleans the intake valves in both swirl and tangential ports and chemically cleans the intake manifold.
After carbon cleaning, BMW requires the DDE fuel-injector zero-mass adaptation values to be cleared before the test drive, followed by fault-memory recheck. Use the current BMW service workflow rather than assuming the 2014 IRAP/ISTA/P sequence is unchanged.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not replace the intake manifold solely because this bulletin applies; BMW states replacement is not required unless necessary for another reason.
Do not generalise 459C to an automatic intake-carbon diagnosis outside the E90 335d/M57Y profile documented by BMW.
BMW documents the Service Engine Soon light on when one or more of these faults are stored.
POSSIBLE CAUSES — NOT A DIAGNOSISPRIMARY SOURCE VERIFIED
In this bulletin scope, the DDE fuel-injector zero-mass adaptation is not being calibrated correctly after intake carbon cleaning or extensive engine repair.
CHECK FIRSTPRIMARY SOURCE VERIFIED
Confirm E90 335d/M57Y and the documented post-carbon-cleaning or extensive-engine-repair context; do not generalize this diagnosis outside that scope.
BMW's 2015 repair path is programming followed by clearing the DDE crankshaft increment-wheel adaptation with approved battery support. The bulletin's old software-version targets are historical; use current applicable BMW service information/tooling.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not replace fuel injectors from this fault alone in the SI B13 04 14 scenario; BMW explicitly says not to replace any fuel injectors.
BMW documents the Service Engine Soon light on when one or more of these faults are stored.
POSSIBLE CAUSES — NOT A DIAGNOSISPRIMARY SOURCE VERIFIED
In this bulletin scope, the DDE fuel-injector zero-mass adaptation is not being calibrated correctly after intake carbon cleaning or extensive engine repair.
CHECK FIRSTPRIMARY SOURCE VERIFIED
Confirm E90 335d/M57Y and the documented post-carbon-cleaning or extensive-engine-repair context; do not generalize this diagnosis outside that scope.
BMW's 2015 repair path is programming followed by clearing the DDE crankshaft increment-wheel adaptation with approved battery support. The bulletin's old software-version targets are historical; use current applicable BMW service information/tooling.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not replace fuel injectors from this fault alone in the SI B13 04 14 scenario; BMW explicitly says not to replace any fuel injectors.
BMW documents the Service Engine Soon light on when one or more of these faults are stored.
POSSIBLE CAUSES — NOT A DIAGNOSISPRIMARY SOURCE VERIFIED
In this bulletin scope, the DDE fuel-injector zero-mass adaptation is not being calibrated correctly after intake carbon cleaning or extensive engine repair.
CHECK FIRSTPRIMARY SOURCE VERIFIED
Confirm E90 335d/M57Y and the documented post-carbon-cleaning or extensive-engine-repair context; do not generalize this diagnosis outside that scope.
BMW's 2015 repair path is programming followed by clearing the DDE crankshaft increment-wheel adaptation with approved battery support. The bulletin's old software-version targets are historical; use current applicable BMW service information/tooling.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not replace fuel injectors from this fault alone in the SI B13 04 14 scenario; BMW explicitly says not to replace any fuel injectors.
BMW documents the Service Engine Soon light on when one or more of these faults are stored.
POSSIBLE CAUSES — NOT A DIAGNOSISPRIMARY SOURCE VERIFIED
In this bulletin scope, the DDE fuel-injector zero-mass adaptation is not being calibrated correctly after intake carbon cleaning or extensive engine repair.
CHECK FIRSTPRIMARY SOURCE VERIFIED
Confirm E90 335d/M57Y and the documented post-carbon-cleaning or extensive-engine-repair context; do not generalize this diagnosis outside that scope.
BMW's 2015 repair path is programming followed by clearing the DDE crankshaft increment-wheel adaptation with approved battery support. The bulletin's old software-version targets are historical; use current applicable BMW service information/tooling.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not replace fuel injectors from this fault alone in the SI B13 04 14 scenario; BMW explicitly says not to replace any fuel injectors.
BMW documents the Service Engine Soon light on when one or more of these faults are stored.
POSSIBLE CAUSES — NOT A DIAGNOSISPRIMARY SOURCE VERIFIED
In this bulletin scope, the DDE fuel-injector zero-mass adaptation is not being calibrated correctly after intake carbon cleaning or extensive engine repair.
CHECK FIRSTPRIMARY SOURCE VERIFIED
Confirm E90 335d/M57Y and the documented post-carbon-cleaning or extensive-engine-repair context; do not generalize this diagnosis outside that scope.
BMW's 2015 repair path is programming followed by clearing the DDE crankshaft increment-wheel adaptation with approved battery support. The bulletin's old software-version targets are historical; use current applicable BMW service information/tooling.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not replace fuel injectors from this fault alone in the SI B13 04 14 scenario; BMW explicitly says not to replace any fuel injectors.
BMW documents the Service Engine Soon light on when one or more of these faults are stored.
POSSIBLE CAUSES — NOT A DIAGNOSISPRIMARY SOURCE VERIFIED
In this bulletin scope, the DDE fuel-injector zero-mass adaptation is not being calibrated correctly after intake carbon cleaning or extensive engine repair.
CHECK FIRSTPRIMARY SOURCE VERIFIED
Confirm E90 335d/M57Y and the documented post-carbon-cleaning or extensive-engine-repair context; do not generalize this diagnosis outside that scope.
BMW's 2015 repair path is programming followed by clearing the DDE crankshaft increment-wheel adaptation with approved battery support. The bulletin's old software-version targets are historical; use current applicable BMW service information/tooling.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not replace fuel injectors from this fault alone in the SI B13 04 14 scenario; BMW explicitly says not to replace any fuel injectors.
BMW documents the Service Engine Soon light on when one or more of these faults are stored.
POSSIBLE CAUSES — NOT A DIAGNOSISPRIMARY SOURCE VERIFIED
In this bulletin scope, the DDE fuel-injector zero-mass adaptation is not being calibrated correctly after intake carbon cleaning or extensive engine repair.
CHECK FIRSTPRIMARY SOURCE VERIFIED
Confirm E90 335d/M57Y and the documented post-carbon-cleaning or extensive-engine-repair context; do not generalize this diagnosis outside that scope.
BMW's 2015 repair path is programming followed by clearing the DDE crankshaft increment-wheel adaptation with approved battery support. The bulletin's old software-version targets are historical; use current applicable BMW service information/tooling.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not replace fuel injectors from this fault alone in the SI B13 04 14 scenario; BMW explicitly says not to replace any fuel injectors.
BMW documents the Service Engine Soon light on when one or more of these faults are stored.
POSSIBLE CAUSES — NOT A DIAGNOSISPRIMARY SOURCE VERIFIED
In this bulletin scope, the DDE fuel-injector zero-mass adaptation is not being calibrated correctly after intake carbon cleaning or extensive engine repair.
CHECK FIRSTPRIMARY SOURCE VERIFIED
Confirm E90 335d/M57Y and the documented post-carbon-cleaning or extensive-engine-repair context; do not generalize this diagnosis outside that scope.
BMW's 2015 repair path is programming followed by clearing the DDE crankshaft increment-wheel adaptation with approved battery support. The bulletin's old software-version targets are historical; use current applicable BMW service information/tooling.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not replace fuel injectors from this fault alone in the SI B13 04 14 scenario; BMW explicitly says not to replace any fuel injectors.
BMW documents the Service Engine Soon light on when one or more of these faults are stored.
POSSIBLE CAUSES — NOT A DIAGNOSISPRIMARY SOURCE VERIFIED
In this bulletin scope, the DDE fuel-injector zero-mass adaptation is not being calibrated correctly after intake carbon cleaning or extensive engine repair.
CHECK FIRSTPRIMARY SOURCE VERIFIED
Confirm E90 335d/M57Y and the documented post-carbon-cleaning or extensive-engine-repair context; do not generalize this diagnosis outside that scope.
BMW's 2015 repair path is programming followed by clearing the DDE crankshaft increment-wheel adaptation with approved battery support. The bulletin's old software-version targets are historical; use current applicable BMW service information/tooling.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not replace fuel injectors from this fault alone in the SI B13 04 14 scenario; BMW explicitly says not to replace any fuel injectors.
BMW documents the Service Engine Soon light on when one or more of these faults are stored.
POSSIBLE CAUSES — NOT A DIAGNOSISPRIMARY SOURCE VERIFIED
In this bulletin scope, the DDE fuel-injector zero-mass adaptation is not being calibrated correctly after intake carbon cleaning or extensive engine repair.
CHECK FIRSTPRIMARY SOURCE VERIFIED
Confirm E90 335d/M57Y and the documented post-carbon-cleaning or extensive-engine-repair context; do not generalize this diagnosis outside that scope.
BMW's 2015 repair path is programming followed by clearing the DDE crankshaft increment-wheel adaptation with approved battery support. The bulletin's old software-version targets are historical; use current applicable BMW service information/tooling.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not replace fuel injectors from this fault alone in the SI B13 04 14 scenario; BMW explicitly says not to replace any fuel injectors.
BMW documents the Service Engine Soon light on when one or more of these faults are stored.
POSSIBLE CAUSES — NOT A DIAGNOSISPRIMARY SOURCE VERIFIED
In this bulletin scope, the DDE fuel-injector zero-mass adaptation is not being calibrated correctly after intake carbon cleaning or extensive engine repair.
CHECK FIRSTPRIMARY SOURCE VERIFIED
Confirm E90 335d/M57Y and the documented post-carbon-cleaning or extensive-engine-repair context; do not generalize this diagnosis outside that scope.
BMW's 2015 repair path is programming followed by clearing the DDE crankshaft increment-wheel adaptation with approved battery support. The bulletin's old software-version targets are historical; use current applicable BMW service information/tooling.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not replace fuel injectors from this fault alone in the SI B13 04 14 scenario; BMW explicitly says not to replace any fuel injectors.
BMW documents the Service Engine Soon light on when one or more of these faults are stored.
POSSIBLE CAUSES — NOT A DIAGNOSISPRIMARY SOURCE VERIFIED
In this bulletin scope, the DDE fuel-injector zero-mass adaptation is not being calibrated correctly after intake carbon cleaning or extensive engine repair.
CHECK FIRSTPRIMARY SOURCE VERIFIED
Confirm E90 335d/M57Y and the documented post-carbon-cleaning or extensive-engine-repair context; do not generalize this diagnosis outside that scope.
BMW's 2015 repair path is programming followed by clearing the DDE crankshaft increment-wheel adaptation with approved battery support. The bulletin's old software-version targets are historical; use current applicable BMW service information/tooling.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not replace fuel injectors from this fault alone in the SI B13 04 14 scenario; BMW explicitly says not to replace any fuel injectors.
BMW documents the red airbag warning lamp illuminated in the instrument cluster with the emergency-call-function fault stored in MRS5.
POSSIBLE CAUSES — NOT A DIAGNOSISPRIMARY SOURCE VERIFIED
BMW identifies an internal varistor fault within the MRS control module as the cause addressed by this bulletin.
CHECK FIRSTPRIMARY SOURCE VERIFIED
Confirm the vehicle is an E90 or E91 produced between 2005-08-31 and 2006-04-26; do not apply this bulletin solely because 93EB is present on another chassis or production date.
Check the harness circuit between the TCU and MRS control module for an open circuit, short to ground, or short to positive.
If the circuit has an open or short, repair the circuit.
If the circuit checks correctly, BMW's bulletin directs replacement of the MRS control module.
Use the latest ISTA diagnostics and the relevant test plan because BMW states this problem is integrated into ISTA.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not replace the MRS control module before checking the TCU-to-MRS harness circuit. BMW's diagnostic branch repairs an open or short first and only replaces MRS when that circuit checks correctly.
BMW documents the Service Engine Soon lamp illuminating while driving when 2EF4 is stored.
Some vehicles in this source condition also have insufficient cabin heating.
POSSIBLE CAUSES — NOT A DIAGNOSISPRIMARY SOURCE VERIFIED
On the documented E90/E91 N52 path, an unsatisfactory weld can let an affected early BEHR map thermostat interfere with its black plastic housing.
Internal radiator leakage can cause an insufficient heating effect and is a separate branch in BMW's E90 diagnostic path.
CHECK FIRSTPRIMARY SOURCE VERIFIED
Confirm E90/E91, N52 and production through 03/2006 before applying this bulletin path.
Bring the vehicle to operating temperature, monitor engine-coolant and radiator-outlet temperature, then idle for approximately 5 minutes and compare the two readings as BMW specifies.
If the temperature difference is below 20 °C, follow BMW's radiator branch; if it is above 20 °C, continue to the thermostat production-date check.
For the thermostat branch, inspect the date visible on the housing: BMW identifies BEHR black-plastic thermostats produced before 2005-11-25 as affected, while WAHLER silver-aluminum thermostats are not affected by that weld condition.
USEFUL LIVE DATA / TESTSPRIMARY SOURCE VERIFIED
SOURCE-TRACED TEST VALUE — Engine-coolant minus radiator-outlet temperature difference: < 20 °C temperature difference. In BMW's E90 branch, a temperature difference below 20 °C follows the radiator branch. This threshold is specific to the bulletin test condition and is not a generic cooling-system rule. Test condition: BMW SIB B12 07 06 E90/E91 N52 path, vehicles produced through 03/2006. Bring the vehicle to operating temperature; BMW notes a short approximately ten-minute drive may be needed. Monitor engine-coolant and radiator-outlet temperatures and idle the vehicle in the workshop for approximately five minutes before comparing them.
SOURCE-TRACED TEST VALUE — Engine-coolant minus radiator-outlet temperature difference: > 20 °C temperature difference. In BMW's E90 branch, a temperature difference above 20 °C proceeds to inspection of the thermostat production date. This does not by itself prove the thermostat requires replacement. Test condition: BMW SIB B12 07 06 E90/E91 N52 path, vehicles produced through 03/2006. Bring the vehicle to operating temperature, then monitor engine-coolant and radiator-outlet temperatures. Idle in the workshop for approximately five minutes before comparing the two readings.
SOURCE-TRACED TEST VALUE — Idle observation period before temperature comparison: ≈ 300 s stabilization. BMW calls for approximately five minutes of workshop idling before recording and comparing the engine-coolant and radiator-outlet temperatures. Test condition: BMW SIB B12 07 06 E90/E91 N52 diagnostic path. Vehicle has first been brought to operating temperature and the two coolant-temperature signals are being monitored.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not replace the thermostat solely because 2EF4 is stored. BMW first separates the radiator and thermostat branches using the coolant-temperature difference, and the thermostat replacement branch is further limited by thermostat manufacturer/production date.
BMW documents very rough engine running during a reproducible morning cold start with the Service Engine Soon lamp illuminated.
In the documented complaint path, spark plugs removed from the misfiring cylinders after reproducing the fault can be wet with fuel while the injector tips show carbon deposits.
POSSIBLE CAUSES — NOT A DIAGNOSISPRIMARY SOURCE VERIFIED
In this specific reproducible cold-start scenario, BMW identifies high-pressure injector failure from leakage or an incorrect spray pattern due to internal wear or an unfavorable tolerance stack as a possible cause.
CHECK FIRSTPRIMARY SOURCE VERIFIED
Confirm the vehicle is within BMW's bulletin scope: an N54 E82/E88/E89/E90/E92/E93/E60/E61 produced through 09/2008. WrenchGuide now stores that exact production-month cutoff; if the car's production month is unknown, applicability remains incomplete.
Confirm the complaint is the documented reproducible cold-start rough-running condition rather than treating 29C0 by itself as an injector diagnosis.
After reproducing the complaint, inspect the affected-cylinder spark plugs for fuel wetting and the injector tips for the carbon-deposit pattern BMW documents.
For broader N54 drivability diagnosis, follow BMW's N54 Engine Diagnostic Fault Tree referenced by the bulletin.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not order or replace injectors solely because 29C0 is stored. BMW's injector correction in this bulletin is tied to the reproducible cold-start complaint and its inspection findings, and broader N54 drivability faults still require the applicable diagnostic path.
BMW documents loss of power while driving or poor running as customer complaints associated with this fault family.
The Service Engine Soon lamp may be illuminated.
POSSIBLE CAUSES — NOT A DIAGNOSISPRIMARY SOURCE VERIFIED
High-pressure fuel pump internal fault or period-specific diagnostic-software sensitivity.
Electric low-pressure fuel pump or restricted fuel filter.
Low- or high-pressure fuel sensor fault.
Fuel-pressure regulator or check-valve fault.
Volume-control-valve fault.
Fuel injector fault.
Intermittent wiring or connector fault in the fuel-delivery system.
CHECK FIRSTPRIMARY SOURCE VERIFIED
Read the complete DME fault memory and keep associated fuel-pressure and misfire faults together as one diagnostic context.
Run the BMW fuel-pressure-control test plan and verify the low-pressure supply before condemning the high-pressure pump.
When comparing fuel pressure at idle, allow the reading to stabilise for about 60 seconds before making the final judgement.
USEFUL LIVE DATA / TESTSPRIMARY SOURCE VERIFIED
Low-pressure fuel supply during pump activation and under load.
High-pressure fuel value after it has stabilised at idle.
Requested versus actual fuel pressure where supported by the applicable BMW test plan.
SOURCE-TRACED TEST VALUE — High-pressure fuel reading at idle: ≈ 60 s stabilization. BMW instructs technicians to let the fuel pressure stabilize for approximately 60 seconds before the final idle reading. The bulletin warns that judging it too early can produce an implausible reading around 150 bar and an inaccurate high-pressure-pump diagnosis. Test condition: BMW SIB B12 55 06 Situation II fuel-pressure diagnosis. Engine running at idle while comparing the measured high-pressure fuel value.
SOURCE-TRACED TEST VALUE — Low-pressure fuel supply under load: 5–7 bar. BMW describes excessive low-pressure fluctuation between 5.0 and 7.0 bar during the load test as an indication of incorrect fuel-delivery-system operation. This range is a diagnostic signal of fluctuation, not a normal acceptable operating band. Test condition: BMW SIB B12 55 06 Situation II when reproducing a loss-of-power complaint under load. Road-test with a calibrated manual low-pressure fuel gauge when the fault cannot be reproduced statically and the procedure calls for it.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not replace the high-pressure pump solely because 29DC is stored; BMW's own procedure checks low-pressure delivery, sensors, regulation, injectors and electrical connections as possible contributors.
Do not judge the high-pressure pump from an unstable initial idle pressure reading.
Use the BMW fuel-pressure-control test plan and diagnose the low-pressure side before replacing the high-pressure pump.
Allow fuel pressure at idle to stabilise for about 60 seconds before using the final value in diagnosis.
USEFUL LIVE DATA / TESTSPRIMARY SOURCE VERIFIED
Low-pressure supply under pump activation/load.
Stabilised high-pressure fuel value at idle.
Requested versus actual pressure when available in the applicable test plan.
SOURCE-TRACED TEST VALUE — High-pressure fuel reading at idle: ≈ 60 s stabilization. BMW instructs technicians to let the fuel pressure stabilize for approximately 60 seconds before the final idle reading. The bulletin warns that judging it too early can produce an implausible reading around 150 bar and an inaccurate high-pressure-pump diagnosis. Test condition: BMW SIB B12 55 06 Situation II fuel-pressure diagnosis. Engine running at idle while comparing the measured high-pressure fuel value.
SOURCE-TRACED TEST VALUE — Low-pressure fuel supply under load: 5–7 bar. BMW describes excessive low-pressure fluctuation between 5.0 and 7.0 bar during the load test as an indication of incorrect fuel-delivery-system operation. This range is a diagnostic signal of fluctuation, not a normal acceptable operating band. Test condition: BMW SIB B12 55 06 Situation II when reproducing a loss-of-power complaint under load. Road-test with a calibrated manual low-pressure fuel gauge when the fault cannot be reproduced statically and the procedure calls for it.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not treat 29F2 as proof of a failed HPFP; BMW lists multiple low-pressure, sensing, regulating, injector and electrical causes.
BMW documents extended cranking of roughly 5–6 seconds on cold start or after a hot soak when 2FBF is stored alone.
2FBF can also appear in loss-of-power / poor-running cases with other fuel-pressure faults.
POSSIBLE CAUSES — NOT A DIAGNOSISPRIMARY SOURCE VERIFIED
High-pressure fuel pump internal fault or period-specific diagnostic-software sensitivity.
Electric low-pressure fuel pump or restricted fuel filter.
Low/high-pressure sensor, pressure-regulation, volume-control-valve, injector or wiring/connector fault.
CHECK FIRSTPRIMARY SOURCE VERIFIED
For the bulletin's long-crank scenario, activate the electric fuel pump for 20 seconds while observing low-side pressure.
BMW's bulletin threshold for the listed N54 vehicles is at least 4.75 bar immediately after pump activation; if the threshold is not reached, continue diagnosis on the low-pressure system.
Use current BMW diagnostic software/test plans rather than following the bulletin's historical programming-version instructions literally.
USEFUL LIVE DATA / TESTSPRIMARY SOURCE VERIFIED
Low-pressure fuel value during the 20-second pump activation.
Fault-memory context: whether 2FBF is alone or accompanied by 29DC/29F1/29F2.
SOURCE-TRACED TEST VALUE — Low-pressure fuel supply: ≥ 4.75 bar. BMW states that the low-pressure supply must reach at least 4.75 bar. If it does not, continue diagnosis of the low-pressure fuel system rather than jumping to the high-pressure pump. Test condition: BMW SIB B12 55 06 Situation I: extended cranking with 2FBF stored and SES illuminated. Activate the electric fuel pump for 20 seconds with the BMW diagnostic function and observe low-side pressure. Evaluate the pressure immediately after pump activation.
SOURCE-TRACED TEST VALUE — High-pressure fuel reading at idle: ≈ 60 s stabilization. BMW instructs technicians to let the fuel pressure stabilize for approximately 60 seconds before the final idle reading. The bulletin warns that judging it too early can produce an implausible reading around 150 bar and an inaccurate high-pressure-pump diagnosis. Test condition: BMW SIB B12 55 06 Situation II fuel-pressure diagnosis. Engine running at idle while comparing the measured high-pressure fuel value.
SOURCE-TRACED TEST VALUE — Low-pressure fuel supply under load: 5–7 bar. BMW describes excessive low-pressure fluctuation between 5.0 and 7.0 bar during the load test as an indication of incorrect fuel-delivery-system operation. This range is a diagnostic signal of fluctuation, not a normal acceptable operating band. Test condition: BMW SIB B12 55 06 Situation II when reproducing a loss-of-power complaint under load. Road-test with a calibrated manual low-pressure fuel gauge when the fault cannot be reproduced statically and the procedure calls for it.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not jump directly to HPFP replacement if low-pressure supply has not been checked.
BMW documents 29F1 as a possible companion to N54 loss-of-power / poor-running fuel-pressure faults.
POSSIBLE CAUSES — NOT A DIAGNOSISPRIMARY SOURCE VERIFIED
High-pressure sensor plausibility problem or an actual fuel-pressure-system fault.
CHECK FIRSTPRIMARY SOURCE VERIFIED
After the vehicle has sat long enough for pressures to equalise, compare low- and high-pressure sensor values using the BMW diagnostic request.
BMW's N54 fault tree states the low/high sensor values should be within approximately ±3 bar for this plausibility check; follow the current ISTA procedure for the exact vehicle.
USEFUL LIVE DATA / TESTSPRIMARY SOURCE VERIFIED
Low-pressure sensor value after pressure equalisation.
High-pressure sensor value after pressure equalisation.
SOURCE-TRACED TEST VALUE — Difference between low- and high-pressure sensor readings after pressure equalisation: ± 3 bar. BMW states that, under the specified equalisation check, the low- and high-pressure sensor values must not differ by more than ±3 bar. A larger difference points the diagnostic path toward high-pressure-sensor plausibility rather than proving a high-pressure pump fault. Test condition: Use the BMW N54 diagnostic fault tree 29F1 high-pressure-sensor plausibility branch. Vehicle must have been sitting for more than 15 minutes so low- and high-side pressures can be compared meaningfully. Follow the BMW diagnostic request to compare the low- and high-pressure sensor values.
SOURCE-TRACED TEST VALUE — High-pressure fuel reading at idle: ≈ 60 s stabilization. BMW instructs technicians to let the fuel pressure stabilize for approximately 60 seconds before the final idle reading. The bulletin warns that judging it too early can produce an implausible reading around 150 bar and an inaccurate high-pressure-pump diagnosis. Test condition: BMW SIB B12 55 06 Situation II fuel-pressure diagnosis. Engine running at idle while comparing the measured high-pressure fuel value.
SOURCE-TRACED TEST VALUE — Low-pressure fuel supply under load: 5–7 bar. BMW describes excessive low-pressure fluctuation between 5.0 and 7.0 bar during the load test as an indication of incorrect fuel-delivery-system operation. This range is a diagnostic signal of fluctuation, not a normal acceptable operating band. Test condition: BMW SIB B12 55 06 Situation II when reproducing a loss-of-power complaint under load. Road-test with a calibrated manual low-pressure fuel gauge when the fault cannot be reproduced statically and the procedure calls for it.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not condemn the HPFP from 29F1 alone; BMW's fault tree specifically checks pressure-sensor plausibility.
POSSIBLE CAUSES — NOT A DIAGNOSISPRIMARY SOURCE VERIFIED
Low-pressure fuel sensor fault or its electrical circuit/connection.
CHECK FIRSTPRIMARY SOURCE VERIFIED
Use the BMW low-pressure-sensor diagnostic branch and compare the sensor value during electric-pump activation before replacing fuel-delivery components.
USEFUL LIVE DATA / TESTSPRIMARY SOURCE VERIFIED
Low-pressure sensor value during electric fuel-pump activation.
SOURCE-TRACED TEST VALUE — Low-pressure fuel sensor value: ≤ 6.7 bar. BMW's fault tree states that a displayed low-pressure sensor value above 6.7 bar at this specific check indicates a faulty low-pressure sensor. This is a sensor plausibility threshold under the stated test condition, not a general operating-pressure ceiling. Test condition: Use the BMW N54 diagnostic fault tree low-pressure-sensor branch. Activate the electric fuel pump for approximately 20 seconds using ISTA. Read the low-pressure sensor after approximately 15 seconds of pump operation.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not treat an electrical sensor code as proof of a failed high-pressure pump.
BMW 2A2D — Low-pressure fuel-system pressure fault
BMW · DME
PRIMARY SOURCE VERIFIED
WHAT IT MEANSPRIMARY SOURCE VERIFIED
The DME has detected a low-pressure fuel-system pressure limit fault; the detailed BMW fault text determines whether the stored event is a high- or low-pressure limit condition.
This section is supported by a manufacturer, standards body, regulator, or other primary source in WrenchGuide's reviewed evidence set.
SEVERITYNot classified by sourceNOT CLASSIFIED BY SOURCE
DRIVEABILITYNot classified by sourceNOT CLASSIFIED BY SOURCE
Perform the BMW EKP/low-pressure fuel-pump function check and follow the applicable ISTA test module.
USEFUL LIVE DATA / TESTSPRIMARY SOURCE VERIFIED
Low-pressure fuel supply while the electric pump is actuated.
SOURCE-TRACED TEST VALUE — Low-pressure fuel sensor value: ≤ 6.7 bar. BMW's fault tree states that a displayed low-pressure sensor value above 6.7 bar at this specific check indicates a faulty low-pressure sensor. This is a sensor plausibility threshold under the stated test condition, not a general operating-pressure ceiling. Test condition: Use the BMW N54 diagnostic fault tree low-pressure-sensor branch. Activate the electric fuel pump for approximately 20 seconds using ISTA. Read the low-pressure sensor after approximately 15 seconds of pump operation.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
A plausibility code is not proof that the electric pump itself has failed; complete the EKP test path.
BMW documents the engine-malfunction warning being illuminated when this fault is stored.
CHECK FIRSTPRIMARY SOURCE VERIFIED
If the fault appeared only after vehicle programming or an unrelated battery reset, perform BMW's throttle adaptation path before removing or replacing parts.
BMW's adaptation path uses a controlled idle readaptation period with the tank-ventilation valve electrically isolated, followed by reconnection, fault-memory clearing and a verification drive.
If there was no recent programming/battery reset, or adaptation does not resolve the fault, complete the applicable BMW test plan before further diagnosis.
If the test plan is inconclusive, BMW directs technicians to measure crankcase pressure, smoke-test the induction system for leaks, smoke-test the crankcase-ventilation system, inspect the front crankshaft seal and check the cylinder-head-cover wastegate vacuum reservoir for leakage or micro-cracking.
USEFUL LIVE DATA / TESTSREVIEWED
SOURCE-TRACED TEST VALUE — Throttle-angle / intake-pressure adaptation idle period: 15 min procedure. BMW requires this 15-minute idle readaptation step first in Scenario A before parts are removed or replaced. It is a condition-bound adaptation procedure, not a universal 15-minute idle fix for 28A0/101F01 and not a substitute for the Scenario B test plan when there is a customer complaint or the adaptation does not resolve the fault. Test condition: BMW SIB B11 09 19 Scenario A only: 28A0 or 101F01 is stored after vehicle programming or after a battery reset performed for an unrelated repair. Disconnect the tank ventilation valve (purge valve) electrical connector before starting the idle readaptation period. Allow the engine to idle for 15 minutes, then reconnect the purge-valve connector, clear the fault memory and test drive the vehicle.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not replace the DME for this fault; BMW explicitly says not to replace it in this diagnostic path.
Do not remove or replace parts before completing the adaptation step when the fault appeared after programming or a battery reset.
Do not assume the throttle body itself is defective from 28A0 alone; BMW's customer-complaint path checks crankcase pressure and induction/crankcase leaks first.
BMW documents the engine-malfunction warning being illuminated when this fault is stored.
CHECK FIRSTPRIMARY SOURCE VERIFIED
If the fault appeared only after vehicle programming or an unrelated battery reset, perform BMW's throttle adaptation path before removing or replacing parts.
BMW's adaptation path uses a controlled idle readaptation period with the tank-ventilation valve electrically isolated, followed by reconnection, fault-memory clearing and a verification drive.
If there was no recent programming/battery reset, or adaptation does not resolve the fault, complete the applicable BMW test plan before further diagnosis.
If the test plan is inconclusive, BMW directs technicians to measure crankcase pressure, smoke-test the induction system for leaks, smoke-test the crankcase-ventilation system, inspect the front crankshaft seal and check the cylinder-head-cover wastegate vacuum reservoir for leakage or micro-cracking.
USEFUL LIVE DATA / TESTSREVIEWED
SOURCE-TRACED TEST VALUE — Throttle-angle / intake-pressure adaptation idle period: 15 min procedure. BMW requires this 15-minute idle readaptation step first in Scenario A before parts are removed or replaced. It is a condition-bound adaptation procedure, not a universal 15-minute idle fix for 28A0/101F01 and not a substitute for the Scenario B test plan when there is a customer complaint or the adaptation does not resolve the fault. Test condition: BMW SIB B11 09 19 Scenario A only: 28A0 or 101F01 is stored after vehicle programming or after a battery reset performed for an unrelated repair. Disconnect the tank ventilation valve (purge valve) electrical connector before starting the idle readaptation period. Allow the engine to idle for 15 minutes, then reconnect the purge-valve connector, clear the fault memory and test drive the vehicle.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not replace the DME for this fault; BMW explicitly says not to replace it in this diagnostic path.
Do not remove or replace parts before completing the adaptation step when the fault appeared after programming or a battery reset.
Do not assume the throttle body itself is defective from 101F01 alone; BMW's customer-complaint path checks crankcase pressure and induction/crankcase leaks first.
BMW 2C57 — N55 boost-pressure control plausibility too low
BMW · DME
REVIEWED
WHAT IT MEANSREVIEWED
BMW identifies 2C57 as boost-pressure control plausibility: pressure too low in the N55 engine-failsafe diagnostic path.
This claim has been reviewed, but its current citation metadata is not scoped strongly enough to call the individual field primary-source verified.
SEVERITYNot classified by sourceNOT CLASSIFIED BY SOURCE
DRIVEABILITYNot classified by sourceNOT CLASSIFIED BY SOURCE
SYSTEMTurbocharger boost control / air induction
APPLICABILITY / REVIEWED CONTEXTREVIEWED
BMWE90 E92 E93N55DME
DOCUMENTED SYMPTOMS / DRIVER EFFECTSREVIEWED
BMW documents the Service Engine Soon lamp illuminated with reduced engine power / engine failsafe mode in this fault condition.
POSSIBLE CAUSES — NOT A DIAGNOSISREVIEWED
Air-path disruption from non-standard induction/exhaust or boost-altering modifications can cause the documented low-boost plausibility condition.
Leaks or restrictions in the induction system, loose clamps, cracked pipes or housings can reduce achieved boost pressure.
Restricted, collapsed or otherwise faulty turbocharger boost-control vacuum hoses can cause intermittent or heavy-load boost faults.
On vehicles equipped with an exhaust flap, a leaking exhaust-flap vacuum circuit or defective vacuum solenoid can disturb the shared vacuum supply.
CHECK FIRSTREVIEWED
Read the complete DME fault memory first. BMW says additional fuel-pressure, crankshaft-, camshaft-, knock-sensor or other DME faults must be diagnosed before focusing on this boost fault.
Follow the applicable BMW test plan. If it is inconclusive, inspect the induction system for leaks/restrictions, loose clamps and cracked pipes or housings; BMW notes a smoke test is useful when adaptations indicate a lean condition.
Inspect all turbocharger boost-control vacuum hoses for restriction or collapse, especially when the fault is intermittent or occurs under heavy acceleration.
Use a vacuum gauge to evaluate the vacuum supply when diagnosing an intermittent control problem; compare only against the applicable BMW source data or a known-good vehicle rather than inventing a generic value.
If the vehicle has an exhaust flap, isolate its vacuum supply as BMW describes to rule out a leaking or defective exhaust-flap vacuum solenoid.
DO NOT REPLACE BLINDLYREVIEWED
Do not replace the turbocharger(s) from 2C57 alone. BMW explicitly says not to replace the turbochargers in this diagnostic path and requires further technical escalation before replacement.
Do not skip other stored DME faults to chase the boost code first; BMW explicitly prioritizes those additional faults before this path.
BMW 120308 — N55 boost-pressure control plausibility too low
BMW · DME
REVIEWED
WHAT IT MEANSREVIEWED
BMW identifies 120308 as boost-pressure control plausibility: pressure too low in the N55 engine-failsafe diagnostic path.
This claim has been reviewed, but its current citation metadata is not scoped strongly enough to call the individual field primary-source verified.
SEVERITYNot classified by sourceNOT CLASSIFIED BY SOURCE
DRIVEABILITYNot classified by sourceNOT CLASSIFIED BY SOURCE
SYSTEMTurbocharger boost control / air induction
APPLICABILITY / REVIEWED CONTEXTREVIEWED
BMWE90 E92 E93N55DME
DOCUMENTED SYMPTOMS / DRIVER EFFECTSREVIEWED
BMW documents the Service Engine Soon lamp illuminated with reduced engine power / engine failsafe mode in this fault condition.
POSSIBLE CAUSES — NOT A DIAGNOSISREVIEWED
Air-path disruption from non-standard induction/exhaust or boost-altering modifications can cause the documented low-boost plausibility condition.
Leaks or restrictions in the induction system, loose clamps, cracked pipes or housings can reduce achieved boost pressure.
Restricted, collapsed or otherwise faulty turbocharger boost-control vacuum hoses can cause intermittent or heavy-load boost faults.
On vehicles equipped with an exhaust flap, a leaking exhaust-flap vacuum circuit or defective vacuum solenoid can disturb the shared vacuum supply.
CHECK FIRSTREVIEWED
Read the complete DME fault memory first. BMW says additional fuel-pressure, crankshaft-, camshaft-, knock-sensor or other DME faults must be diagnosed before focusing on this boost fault.
If 120308 is the only DME fault, BMW says it becomes the primary troubleshooting focus; follow the applicable test plan before continuing with the bulletin hints.
If the test plan is inconclusive, inspect the induction system for leaks/restrictions, loose clamps and cracked pipes or housings; BMW notes a smoke test is useful when adaptations indicate a lean condition.
Inspect turbocharger boost-control vacuum hoses for restriction or collapse and use a vacuum gauge when chasing an intermittent control problem, without inventing a generic vacuum specification.
If the vehicle has an exhaust flap, isolate its vacuum supply as BMW describes to rule out a leaking or defective exhaust-flap vacuum solenoid.
DO NOT REPLACE BLINDLYREVIEWED
Do not replace the turbocharger(s) from 120308 alone. BMW explicitly says not to replace the turbochargers in this diagnostic path and requires further technical escalation before replacement.
Do not ignore other DME faults: BMW states they must be diagnosed first; 120308 becomes the primary focus only when it is the sole stored DME fault.
BMW identifies 5DE0 as brake-pad wear plausibility, front axle, in the documented erroneous brake-pad replacement-message condition.
This claim has been reviewed, but its current citation metadata is not scoped strongly enough to call the individual field primary-source verified.
SEVERITYNot classified by sourceNOT CLASSIFIED BY SOURCE
DRIVEABILITYNot classified by sourceNOT CLASSIFIED BY SOURCE
SYSTEMBrakes / Condition Based Service
APPLICABILITY / REVIEWED CONTEXTREVIEWED
BMWE90 E91 E92 E932007-09DSC
DOCUMENTED SYMPTOMS / DRIVER EFFECTSREVIEWED
BMW documents the brake-pad indicator lamp being illuminated even though brake-pad replacement is not necessary in this source-bounded condition.
POSSIBLE CAUSES — NOT A DIAGNOSISREVIEWED
BMW identifies a DSC software error as the cause of the erroneous brake-pad replacement message in this bulletin scope.
CHECK FIRSTREVIEWED
Confirm the vehicle is an E90/E91/E92/E93 produced from start of production through 09/2007 before applying this bulletin path.
Perform a vehicle test with the applicable BMW diagnostic system and, if DSC fault 5DE0 and/or 5DE1 is present, enter the corresponding test plan.
Check the Condition Based Service (CBS) data in the test plan. BMW says a value in the nominal range of 100% or less should be followed by completing the entire test plan.
If the CBS data is clearly erroneous, BMW gives 255% as an example and directs vehicle programming. Treat the bulletin's old ISTA/P target level as historical and use current BMW programming guidance/tooling.
DO NOT REPLACE BLINDLYREVIEWED
Do not conclude that the front brake pads require replacement solely because the indicator is illuminated or 5DE0 is stored in this affected production scope; BMW states the lamp can be illuminated although pad replacement is not necessary.
Do not treat this bulletin as a wear-sensor replacement instruction. BMW identifies a DSC software error and directs CBS/test-plan diagnosis, with programming when the CBS data is erroneous.
BMW identifies 5DE1 as brake-pad wear plausibility, rear axle, in the documented erroneous brake-pad replacement-message condition.
This claim has been reviewed, but its current citation metadata is not scoped strongly enough to call the individual field primary-source verified.
SEVERITYNot classified by sourceNOT CLASSIFIED BY SOURCE
DRIVEABILITYNot classified by sourceNOT CLASSIFIED BY SOURCE
SYSTEMBrakes / Condition Based Service
APPLICABILITY / REVIEWED CONTEXTREVIEWED
BMWE90 E91 E92 E932007-09DSC
DOCUMENTED SYMPTOMS / DRIVER EFFECTSREVIEWED
BMW documents the brake-pad indicator lamp being illuminated even though brake-pad replacement is not necessary in this source-bounded condition.
POSSIBLE CAUSES — NOT A DIAGNOSISREVIEWED
BMW identifies a DSC software error as the cause of the erroneous brake-pad replacement message in this bulletin scope.
CHECK FIRSTREVIEWED
Confirm the vehicle is an E90/E91/E92/E93 produced from start of production through 09/2007 before applying this bulletin path.
Perform a vehicle test with the applicable BMW diagnostic system and, if DSC fault 5DE0 and/or 5DE1 is present, enter the corresponding test plan.
Check the Condition Based Service (CBS) data in the test plan. BMW says a value in the nominal range of 100% or less should be followed by completing the entire test plan.
If the CBS data is clearly erroneous, BMW gives 255% as an example and directs vehicle programming. Treat the bulletin's old ISTA/P target level as historical and use current BMW programming guidance/tooling.
DO NOT REPLACE BLINDLYREVIEWED
Do not conclude that the rear brake pads require replacement solely because the indicator is illuminated or 5DE1 is stored in this affected production scope; BMW states the lamp can be illuminated although pad replacement is not necessary.
Do not treat this bulletin as a wear-sensor replacement instruction. BMW identifies a DSC software error and directs CBS/test-plan diagnosis, with programming when the CBS data is erroneous.
BMW states the engine could enter the emergency program.
BMW documents possible performance complaints and rough idle.
POSSIBLE CAUSES — NOT A DIAGNOSISPRIMARY SOURCE VERIFIED
An internal fault of the engine coolant temperature sensor.
A sporadic connection problem at the temperature-sensor connector caused by vibration-induced movement.
CHECK FIRSTPRIMARY SOURCE VERIFIED
Confirm the source scope before applying this record: E90, E92 or E93 M3 with the S65 engine and fault 2AF9 stored in the DME.
Follow the BMW repair path for this bulletin rather than treating 2AF9 as a generic coolant-temperature fault on other engines: BMW's correction replaces the coolant temperature sensor and installs the specified coolant-temperature-sensor harness repair kit.
For the connector repair, BMW references ISTA/D Repair Instruction 12 51 xxx, 'Exchanging plug-in contact of coolant temperature sensor (S65)'.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not generalise this bulletin to non-S65 E9x cars just because the same code string appears elsewhere.
Within this exact S65 bulletin scope, do not treat sensor replacement alone as the complete BMW correction: BMW pairs the new coolant temperature sensor with the harness repair kit because a vibration-related connector fault is also documented.
BMW documents an illuminated Service Engine Soon lamp and perceived engine-power reduction.
The complaint can occur after the engine is fully warm and may temporarily disappear after cycling the ignition.
POSSIBLE CAUSES — NOT A DIAGNOSISPRIMARY SOURCE VERIFIED
Insufficient oil-pressure supply to the VANOS adjustment unit.
Mechanical restriction or electrical failure of a VANOS solenoid or its circuit.
A missing oil-filter-cap insert can allow unfiltered oil to reach and contaminate/damage the VANOS solenoids.
Camshaft bearing-ledge / hook-ring wear when deep grooves are actually present.
CHECK FIRSTPRIMARY SOURCE VERIFIED
Complete all applicable BMW/ISTA test plans for the stored VANOS faults before moving to parts replacement.
If the test plan is inconclusive, inspect the oil-filter cap insert because BMW identifies a missing insert as a possible contamination path.
Where the applicable VANOS test plan calls for it, inspect the camshaft hook-ring area and bearing ledge for actual deep grooves rather than treating light grey wear marks as damage.
USEFUL LIVE DATA / TESTSPRIMARY SOURCE VERIFIED
Intake camshaft target versus actual position in the applicable BMW VANOS test plan.
Oil-supply / VANOS test-plan results for the affected engine.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not replace camshafts solely because 2A82 is stored.
Do not replace a camshaft bearing ledge when only minor grey wear marks are present and no deep grooves are visible.
Do not treat 3100 or 120408 on an N54 as independent proof of a boost-system hardware failure when a VANOS root fault is present.
Engine power reduction can be perceived when this code occurs as a consequence of the VANOS condition documented by BMW.
CHECK FIRSTPRIMARY SOURCE VERIFIED
When 3100 appears together with 2A82/2A87 on an N54 in the documented complaint pattern, diagnose the VANOS root fault before assuming an independent boost-system hardware failure.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not parts-cannon turbo/boost hardware solely from 3100 when BMW's documented VANOS root fault is also present.
In the documented B12 14 12 complaint pattern, BMW lists engine-compartment rattling, loss of engine power and an illuminated Service Engine Soon lamp.
POSSIBLE CAUSES — NOT A DIAGNOSISPRIMARY SOURCE VERIFIED
Within the B12 14 12 vehicle and production scope, BMW identifies faulty VANOS gear-assembly bolts that may loosen or break as the cause addressed by this bulletin.
CHECK FIRSTPRIMARY SOURCE VERIFIED
Confirm the exact vehicle production date and engine family are inside B12 14 12 before applying its repair path.
Check for applicable open VANOS gear-bolt recalls/campaigns before continuing with the bulletin procedure.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not use 2A7C alone as proof that a VANOS gear assembly must be replaced; BMW's bulletin branches on recall status and confirmation of loose or broken gear bolts.
In the documented B12 14 12 complaint pattern, BMW lists engine-compartment rattling, loss of engine power and an illuminated Service Engine Soon lamp.
POSSIBLE CAUSES — NOT A DIAGNOSISPRIMARY SOURCE VERIFIED
Within the B12 14 12 vehicle and production scope, BMW identifies faulty VANOS gear-assembly bolts that may loosen or break as the cause addressed by this bulletin.
CHECK FIRSTPRIMARY SOURCE VERIFIED
Confirm the exact vehicle production date and engine family are inside B12 14 12 before applying its repair path.
Check for applicable open VANOS gear-bolt recalls/campaigns before continuing with the bulletin procedure.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not use 2A7A alone as proof that a VANOS gear assembly must be replaced; BMW's bulletin branches on recall status and confirmation of loose or broken gear bolts.
In the documented B12 14 12 complaint pattern, BMW lists engine-compartment rattling, loss of engine power and an illuminated Service Engine Soon lamp.
POSSIBLE CAUSES — NOT A DIAGNOSISPRIMARY SOURCE VERIFIED
Within the B12 14 12 vehicle and production scope, BMW identifies faulty VANOS gear-assembly bolts that may loosen or break as the cause addressed by this bulletin.
CHECK FIRSTPRIMARY SOURCE VERIFIED
Confirm the exact vehicle production date and engine family are inside B12 14 12 before applying its repair path.
Check for applicable open VANOS gear-bolt recalls/campaigns before continuing with the bulletin procedure.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not infer a replacement VANOS gear assembly from 2D5A alone; the bulletin procedure depends on recall status and physical confirmation of loose or broken bolts.
In the documented B12 14 12 complaint pattern, BMW lists engine-compartment rattling, loss of engine power and an illuminated Service Engine Soon lamp.
POSSIBLE CAUSES — NOT A DIAGNOSISPRIMARY SOURCE VERIFIED
Within the B12 14 12 vehicle and production scope, BMW identifies faulty VANOS gear-assembly bolts that may loosen or break as the cause addressed by this bulletin.
CHECK FIRSTPRIMARY SOURCE VERIFIED
Confirm the exact vehicle production date and engine family are inside B12 14 12 before applying its repair path.
Check for applicable open VANOS gear-bolt recalls/campaigns before continuing with the bulletin procedure.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not infer a replacement VANOS gear assembly from 2D5B alone; the bulletin procedure depends on recall status and physical confirmation of loose or broken bolts.
In the documented B12 14 12 complaint pattern, BMW lists engine-compartment rattling, loss of engine power and an illuminated Service Engine Soon lamp.
POSSIBLE CAUSES — NOT A DIAGNOSISPRIMARY SOURCE VERIFIED
Within the B12 14 12 vehicle and production scope, BMW identifies faulty VANOS gear-assembly bolts that may loosen or break as the cause addressed by this bulletin.
CHECK FIRSTPRIMARY SOURCE VERIFIED
Confirm the exact vehicle production date and engine family are inside B12 14 12 before applying its repair path.
Check for applicable open VANOS gear-bolt recalls/campaigns before continuing with the bulletin procedure.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not use 2D54 alone as proof that a VANOS gear assembly must be replaced; BMW's repair path requires the bulletin's applicability and inspection conditions.
In the documented B12 14 12 complaint pattern, BMW lists engine-compartment rattling, loss of engine power and an illuminated Service Engine Soon lamp.
POSSIBLE CAUSES — NOT A DIAGNOSISPRIMARY SOURCE VERIFIED
Within the B12 14 12 vehicle and production scope, BMW identifies faulty VANOS gear-assembly bolts that may loosen or break as the cause addressed by this bulletin.
CHECK FIRSTPRIMARY SOURCE VERIFIED
Confirm the exact vehicle production date and engine family are inside B12 14 12 before applying its repair path.
Check for applicable open VANOS gear-bolt recalls/campaigns before continuing with the bulletin procedure.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not use 2D55 alone as proof that a VANOS gear assembly must be replaced; BMW's repair path requires the bulletin's applicability and inspection conditions.
In the documented B12 14 12 complaint pattern, BMW lists engine-compartment rattling, loss of engine power and an illuminated Service Engine Soon lamp.
POSSIBLE CAUSES — NOT A DIAGNOSISPRIMARY SOURCE VERIFIED
Within the B12 14 12 vehicle and production scope, BMW identifies faulty VANOS gear-assembly bolts that may loosen or break as the cause addressed by this bulletin.
CHECK FIRSTPRIMARY SOURCE VERIFIED
Confirm the exact vehicle production date and engine family are inside B12 14 12 before applying its repair path.
Check for applicable open VANOS gear-bolt recalls/campaigns before continuing with the bulletin procedure.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not infer a replacement VANOS gear assembly from 2D60 alone; the bulletin procedure depends on recall status and physical confirmation of loose or broken bolts.
In the documented B12 14 12 complaint pattern, BMW lists engine-compartment rattling, loss of engine power and an illuminated Service Engine Soon lamp.
POSSIBLE CAUSES — NOT A DIAGNOSISPRIMARY SOURCE VERIFIED
Within the B12 14 12 vehicle and production scope, BMW identifies faulty VANOS gear-assembly bolts that may loosen or break as the cause addressed by this bulletin.
CHECK FIRSTPRIMARY SOURCE VERIFIED
Confirm the exact vehicle production date and engine family are inside B12 14 12 before applying its repair path.
Check for applicable open VANOS gear-bolt recalls/campaigns before continuing with the bulletin procedure.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not infer a replacement VANOS gear assembly from 2D61 alone; the bulletin procedure depends on recall status and physical confirmation of loose or broken bolts.
In the documented B12 14 12 complaint pattern, BMW lists engine-compartment rattling, loss of engine power and an illuminated Service Engine Soon lamp.
POSSIBLE CAUSES — NOT A DIAGNOSISPRIMARY SOURCE VERIFIED
Within the B12 14 12 vehicle and production scope, BMW associates the listed VANOS/camshaft-position faults with VANOS gear assemblies whose bolts may loosen or break.
CHECK FIRSTPRIMARY SOURCE VERIFIED
Confirm the exact vehicle production date and engine family are inside B12 14 12 before applying its repair path.
Check for applicable open VANOS gear-bolt recalls/campaigns before continuing with the bulletin procedure.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not replace a camshaft-position sensor solely from 2D9F on the basis of its wording; B12 14 12 documents a VANOS gear-bolt failure context for this fault group.
In the documented B12 14 12 complaint pattern, BMW lists engine-compartment rattling, loss of engine power and an illuminated Service Engine Soon lamp.
POSSIBLE CAUSES — NOT A DIAGNOSISPRIMARY SOURCE VERIFIED
Within the B12 14 12 vehicle and production scope, BMW associates the listed VANOS/camshaft-position faults with VANOS gear assemblies whose bolts may loosen or break.
CHECK FIRSTPRIMARY SOURCE VERIFIED
Confirm the exact vehicle production date and engine family are inside B12 14 12 before applying its repair path.
Check for applicable open VANOS gear-bolt recalls/campaigns before continuing with the bulletin procedure.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not replace a camshaft-position sensor solely from 2DA1 on the basis of its wording; B12 14 12 documents a VANOS gear-bolt failure context for this fault group.
In the documented B12 14 12 complaint pattern, BMW lists engine-compartment rattling, loss of engine power and an illuminated Service Engine Soon lamp.
POSSIBLE CAUSES — NOT A DIAGNOSISPRIMARY SOURCE VERIFIED
Within the B12 14 12 vehicle and production scope, BMW associates the listed VANOS/camshaft-position faults with VANOS gear assemblies whose bolts may loosen or break.
CHECK FIRSTPRIMARY SOURCE VERIFIED
Confirm the exact vehicle production date and engine family are inside B12 14 12 before applying its repair path.
Check for applicable open VANOS gear-bolt recalls/campaigns before continuing with the bulletin procedure.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not replace the camshaft-position sensor solely from 300C; B12 14 12 documents a VANOS gear-bolt failure context for the listed fault group.
In the documented B12 14 12 complaint pattern, BMW lists engine-compartment rattling, loss of engine power and an illuminated Service Engine Soon lamp.
POSSIBLE CAUSES — NOT A DIAGNOSISPRIMARY SOURCE VERIFIED
Within the B12 14 12 vehicle and production scope, BMW associates the listed VANOS/camshaft-position faults with VANOS gear assemblies whose bolts may loosen or break.
CHECK FIRSTPRIMARY SOURCE VERIFIED
Confirm the exact vehicle production date and engine family are inside B12 14 12 before applying its repair path.
Check for applicable open VANOS gear-bolt recalls/campaigns before continuing with the bulletin procedure.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not replace the camshaft-position sensor solely from 300D; B12 14 12 documents a VANOS gear-bolt failure context for the listed fault group.
In the documented B12 14 12 complaint pattern, BMW lists engine-compartment rattling, loss of engine power and an illuminated Service Engine Soon lamp.
POSSIBLE CAUSES — NOT A DIAGNOSISPRIMARY SOURCE VERIFIED
Within the B12 14 12 vehicle and production scope, BMW associates the listed VANOS/camshaft-position faults with VANOS gear assemblies whose bolts may loosen or break.
CHECK FIRSTPRIMARY SOURCE VERIFIED
Confirm the exact vehicle production date and engine family are inside B12 14 12 before applying its repair path.
Check for applicable open VANOS gear-bolt recalls/campaigns before continuing with the bulletin procedure.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not replace the camshaft-position sensor solely from 300E; B12 14 12 documents a VANOS gear-bolt failure context for the listed fault group.
In the documented B12 14 12 complaint pattern, BMW lists engine-compartment rattling, loss of engine power and an illuminated Service Engine Soon lamp.
POSSIBLE CAUSES — NOT A DIAGNOSISPRIMARY SOURCE VERIFIED
Within the B12 14 12 vehicle and production scope, BMW associates the listed VANOS/camshaft-position faults with VANOS gear assemblies whose bolts may loosen or break.
CHECK FIRSTPRIMARY SOURCE VERIFIED
Confirm the exact vehicle production date and engine family are inside B12 14 12 before applying its repair path.
Check for applicable open VANOS gear-bolt recalls/campaigns before continuing with the bulletin procedure.
DO NOT REPLACE BLINDLYPRIMARY SOURCE VERIFIED
Do not replace the camshaft-position sensor solely from 300F; B12 14 12 documents a VANOS gear-bolt failure context for the listed fault group.
