I started this thread since the problem is driving me crazy; I had already contributed it to another one, but it's probably too long now. If I am unable to locate the problem tomorrow, I will have to arrange for the car to be repaired at a garage.
While returning from Heathrow, the vehicle abruptly stopped responding (the "drive moderately" sign flashed on the dashboard) and would not turn over. I managed to get my car towed home, but they were unable to back into our driveway, leaving it parked on the street. Unfortunately, I do not have a secure method to get underneath it. In addition, it restricts my activities during rainstorms.
Just before Christmas, I took my car in for the B+ and blower wire recalls. I had been putting them off because I didn't see any problems with the wiring and was afraid they could mess with anything and cause a problem. It looks like they have, but I still don't think that's the problem with my crank not starting.
I've done my best to summarise everything that has transpired with the car since the beginning of December.
Current Tasks
16th December: Vehicle brought to Marshall BMW for recall repairs (airbag, B+ cable, and blower cable rework). Returns a number of S-codes for use with the control unit, siren, electronic fuel pump, roof function center, CID, alarm, and electronic fuel pump. I still haven't found out what caused it. The codes that tend to appear most frequently are:
There is no communication with the electronic fuel pump module (S 0098), the CAS (S 0074), and S 0114. No communication with the control unit, air conditioning, navigation system, or JBE (S0117, S0155, and S0212, respectively).
On occasion, the option to remove codes becomes greyed out and cannot be chosen. Similarly, accessing the ECU functionalities is not always possible.
19th December: Undersealed rear subframe, front control arms/links/wishbones, gearbox fluid and brake fluid were replaced. Noticed an oil leak on the cover of the rocker.
January 18th: Installed new copper washers, cleaned injector seats, and replaced rocker cover and gaskets.
On February 5th, while driving home from Heathrow Airport, my car broke down about 5 miles from my house. The Check Engine warning light momentarily came on before the car shut down, and now it won't turn over, even though it cranks normally. Except for the codes that are present after recall, no other codes are used. Although the pre-supply pressure rises to 3.9 bar, the main rail pressure remains at 10 bar. Over the rocker cover, sooting was noticed. It was found that the hose connecting the exhaust back pressure sensor was not properly reinstalled following the change of the rocker cover. Working without producing any output. Viewed codes again following cranking, and 04B90 was detected.
The lift pump, HP fuel pump, metering valve, pressure accumulator, rail pressure sensor, and rail pressure relief valve were all replaced from February 12th to the 17th with used but billed as "working" equipment.
Got the codes cleared and tried to access the fuel system bleed procedure, but couldn't get in touch with DDE.
The option to do a fuel system bleed was unavailable when I finally gained entry to the DDE menu.
The lift pump may be powered for two minutes using the spare battery.
We saw and cleared multiple communications-related codes.
Car continues to spin, but won't start. During continuous cranking, the rail pressure can spike to as high as 70 to 90 bar, which causes the engine to try to start but fail.
While cranking, the central display may show many codes and messages, which could be caused by a depletion on the battery.
After removing the DDE make contact relay, a fused jumper was inserted across terminals 2 to 6. It appears that accessing DDE communications is still not possible. Error code for DDE relay recorded. The car turns over, but it doesn't start since the rail pressure isn't there.
There is no indication of injector leakage while cranking, according to the leak off check.
While cranking, the rail return hose became twisted, yet the rail pressure remained unchanged.
I turned it on after disconnecting the rail return hose. When cranking, fuel leaks out of the return hole of the pressure rail.
Relay for making contact was replaced. The fuel bleed process cannot proceed because ISTA cannot communicate, although the DDE is now showing as green.
Transferred HP line from HPFP to rail and kept an eye on flow rate as cranking was done. Looks like the flow won't be able to develop pressure and is moving slowly.
february 20th and 21stSwapped the HP FP for a refurbished one. Examined the engine bay for any signs of fuel line leaks. The pump was powered for two minutes by a battery. I managed to complete the first part of the fuel system bleed procedure (pump operates for three minutes), but unfortunately, I was unable to proceed to the second part since the car refused to start.
There have been no increases since pre-supply was at 4.1 bar and rail was at 10 bar. After re-cranking, the rail return line became clogged, but the rail pressure remained unchanged.
Taken the DDE off and checked it for rust and water damage; everything seems OK.
I measured the voltage drop across the splice in the B+ cable while cranking, and it was 0.01V.
Checked at 60 ohms at the PT-CAN on the OBD (pins 6–14).
Revise (to include): I swapped out the JBE to make sure the module isn't the source of the communications problems.
Revoked the pressure rail regulator adjustments after an unsuccessful attempt to reset them, according to ISTA.
During a test drive, the engine was turned on but the clutch was not depressed. The pump activated and the central display indicated a pump failure, even though the engine was still running. The driver maintained a moderate speed. The display notice was cleared, but the pump did not restart, even after cycling the ignition.
Since there is still one component of the system that needs replacing, an EKPS is on its way to me.
I started this thread since the problem is driving me crazy; I had already contributed it to another one, but it's probably too long now. If I am unable to locate the problem tomorrow, I will have to arrange for the car to be repaired at a garage. While returning from Heathrow, the vehicle abruptly stopped responding (the "drive moderately" sign flashed on the dashboard) and would not turn over. I managed to get my car towed home, but they were unable to back into our driveway, leaving it parked on the street. Unfortunately, I do not have a secure method to get underneath it. In addition, it restricts my activities during rainstorms. Just before Christmas, I took my car in for the B+ and blower wire recalls. I had been putting them off because I didn't see any problems with the wiring and was afraid they could mess with anything and cause a problem. It looks like they have, but I still don't think that's the problem with my crank not starting. I've done my best to summarise everything that has transpired with the car since the beginning of December. Current Tasks 16th December: Vehicle brought to Marshall BMW for recall repairs (airbag, B+ cable, and blower cable rework). Returns a number of S-codes for use with the control unit, siren, electronic fuel pump, roof function center, CID, alarm, and electronic fuel pump. I still haven't found out what caused it. The codes that tend to appear most frequently are: There is no communication with the electronic fuel pump module (S 0098), the CAS (S 0074), and S 0114. No communication with the control unit, air conditioning, navigation system, or JBE (S0117, S0155, and S0212, respectively). On occasion, the option to remove codes becomes greyed out and cannot be chosen. Similarly, accessing the ECU functionalities is not always possible. 19th December: Undersealed rear subframe, front control arms/links/wishbones, gearbox fluid and brake fluid were replaced. Noticed an oil leak on the cover of the rocker. January 18th: Installed new copper washers, cleaned injector seats, and replaced rocker cover and gaskets. On February 5th, while driving home from Heathrow Airport, my car broke down about 5 miles from my house. The Check Engine warning light momentarily came on before the car shut down, and now it won't turn over, even though it cranks normally. Except for the codes that are present after recall, no other codes are used. Although the pre-supply pressure rises to 3.9 bar, the main rail pressure remains at 10 bar. Over the rocker cover, sooting was noticed. It was found that the hose connecting the exhaust back pressure sensor was not properly reinstalled following the change of the rocker cover. Working without producing any output. Viewed codes again following cranking, and 04B90 was detected. The lift pump, HP fuel pump, metering valve, pressure accumulator, rail pressure sensor, and rail pressure relief valve were all replaced from February 12th to the 17th with used but billed as "working" equipment. Got the codes cleared and tried to access the fuel system bleed procedure, but couldn't get in touch with DDE. The option to do a fuel system bleed was unavailable when I finally gained entry to the DDE menu. The lift pump may be powered for two minutes using the spare battery. We saw and cleared multiple communications-related codes. Car continues to spin, but won't start. During continuous cranking, the rail pressure can spike to as high as 70 to 90 bar, which causes the engine to try to start but fail. While cranking, the central display may show many codes and messages, which could be caused by a depletion on the battery. After removing the DDE make contact relay, a fused jumper was inserted across terminals 2 to 6. It appears that accessing DDE communications is still not possible. Error code for DDE relay recorded. The car turns over, but it doesn't start since the rail pressure isn't there. There is no indication of injector leakage while cranking, according to the leak off check. While cranking, the rail return hose became twisted, yet the rail pressure remained unchanged. I turned it on after disconnecting the rail return hose. When cranking, fuel leaks out of the return hole of the pressure rail. Relay for making contact was replaced. The fuel bleed process cannot proceed because ISTA cannot communicate, although the DDE is now showing as green. Transferred HP line from HPFP to rail and kept an eye on flow rate as cranking was done. Looks like the flow won't be able to develop pressure and is moving slowly. february 20th and 21stSwapped the HP FP for a refurbished one. Examined the engine bay for any signs of fuel line leaks. The pump was powered for two minutes by a battery. I managed to complete the first part of the fuel system bleed procedure (pump operates for three minutes), but unfortunately, I was unable to proceed to the second part since the car refused to start. There have been no increases since pre-supply was at 4.1 bar and rail was at 10 bar. After re-cranking, the rail return line became clogged, but the rail pressure remained unchanged. Taken the DDE off and checked it for rust and water damage; everything seems OK. I measured the voltage drop across the splice in the B+ cable while cranking, and it was 0.01V. Checked at 60 ohms at the PT-CAN on the OBD (pins 6–14). Revise (to include): I swapped out the JBE to make sure the module isn't the source of the communications problems. Revoked the pressure rail regulator adjustments after an unsuccessful attempt to reset them, according to ISTA. During a test drive, the engine was turned on but the clutch was not depressed. The pump activated and the central display indicated a pump failure, even though the engine was still running. The driver maintained a moderate speed. The display notice was cleared, but the pump did not restart, even after cycling the ignition. Since there is still one component of the system that needs replacing, an EKPS is on its way to me.
Fair play for coming back and updating. Good to hear a company like Tivanagh Transport actually sticking to their process.
Update time... The Puma arrived tonight around 6 pm. Transporter called about one hour before arrival. First reaction was relief! It’s booked in with my local garage tomorrow morning for a full inspection. Happy to admit I might have judged too quickly.
Because if funds are genuinely in a segregated account, they can’t just “run off” with it. If they were trying to scam people, they wouldn’t be offering refunds within 14 days.
I’m still not convinced, bank transfer is basically zero protection if something goes wrong. What’s stopping them from just ignoring you?
I did, but between flights, hotel and time off work, it wasn’t worth it. They said viewings are possible but by appointment and stock moves quickly. I relied on the inspection period instead.
I get why you’d think that. I live just outside Belfast and Tivanagh Transport have been around for years doing haulage work. They’re not some brand new company that appeared last month. I haven’t bought a car from them, but I’ve seen their transport lorries on the road for a long time. Doesn’t automatically make the vehicle side perfect, but they’re a real firm.
I have not encountered anything similar to this issue in my 6,600 miles of driving. I would take it to the dealer to have it examined!
Excuse me, but no. As near as I can tell, the front radar failed to pick up any objects. And it was a sunny day, too. As far as anyone can tell, it only occurred once. I am unsure as to whether your problem would trigger any codes or not. It might be a good thing to look into.
Is this problem unique to me? Wow, that's funny!
