Frequently Asked Questions in relation BMW DIS V57 Diagnostic
Being the latest version, also means that the V57 software package is compatible with many later models of BMW Vehicles, such as those E83, E6* and E9* series vehicles, and Mini R56 vehicles built after 2006 which use the faster D-Can interfaces.
Ignore any claims that DIS or SSS exists in newer versions than those offered here, DIS V57 and SSS V32 was the last official version to be released & the newest to ever be supplied to BMW Dealers. Any software professing to be newer versions than this will probably be heavily modified using files transplanted from ISTA (which replaced DIS in 2009).
What Operating System does BMW Dis V57 need?
We highly recommend using Windows XP to run this software and in order to avoid network and software conflicts it is advised that you also consider installing it on a dedicated machine used for nothing but diagnostic work (Old Dell D610 or similar era IBM ‘X’ and ‘T’ series laptops are ideal for this and can be bought very cheaply from eBay), however, the software will also run on Windows Vista and Windows 7 if a newer laptop is the only available option. We recommend using 32 bit Windows operating systems where possible, however, whilst DIS and Progman will work with 64 bit systems.
The BMW Dis V57 software package uses a virtual environment called VMWARE which is included within the software set and replicates the non-windows operating system used within the original BMW factory and dealer environment, unfortunately, since there was never an official Windows-based version of Dis V57 written, it would be impossible to run BMW Dis V57 under any Windows O/S without also running VMware.
Can I get this to run without the VMWARE environment?
No, This is very complex professional dedicated software originally written in UNIX, however, to make it more user friendly and suitable for a domestic environment it is only possible to use it within the familiar Windows Operating System by using VMWARE which essentially replicates the UNIX environment and so allows the software to run on a Windows O/S
What Laptop do I need to run the Software?
Any Laptop running Windows XP (recommended), Vista or Windows 7 and which has USB sockets will be fine. If you have an older vehicle that uses the 20 pins round ‘ADS’ interface then you will need to use an old laptop that has a serial 9 pin RS-232 interface present, since the ADS Interface cable only comes with a serial port. To avoid possible hardware or network conflict it is best to use a dedicated laptop for this software (Dell D610 or similar recommended), however, if you do choose to use the shared family laptop to install this software, then make sure that all firewalls and Anti Virus systems are disabled and there are no other network connections, such as the internet or Bluetooth connections active when using this software.
What is the minimum spec required on my Laptop?
We have had BMW Dis V57 running successfully on long-forgotten laptops as old as Pentium 3 750 Mhz CPU’s, and it is perfectly happy running on a 12-year-old second hand Windows XP laptop!. Needless to say that the higher-spec and faster the CPU processor the smoother and quicker the running and operation will be. Whilst CPU specification is not critical, memory availability is, and so we recommend a minimum memory of 1GB, with 2GB being preferred. The laptop on which the software is being installed should have at least 35 – 40GB of free space on the hard drive.
Can I run the Software on a laptop with no Serial ports?
Yes, you can, in fact, the D-Can cable interface which is needed for newer 2005+ BMW vehicles only comes in a USB format, however, an interface adapter to convert the USB to a Serial port will be required for the older Ediabas and ADS interface cables for use with older cars and those which have the 20 pins round ‘ADS’ connector and this is where some compatibility issues occur with cheap USB – serial converters. We highly recommend that you use the Belkin interface, for connecting a USB port to the Serial connector used on the older Ediabas interfaces since this has been tested. Details are provided within the instructions on how to set up the COM ports for the Ediabas Interface and the Belkin Serial to USB Converter.
How difficult is it to install the Software?
If you can set up a basic home computer network and are reasonably competent around Computer Hardware then you shouldn’t have any problems installing and setting up the software from our disc set, however, whilst we do not recommend it for Computer novices – many people will have friends or family who can install it for them. We provide a very comprehensive and detailed step by step instruction manual complete with screenshots (XP) showing you how to install and set up each program onto your PC or Laptop. However you do need to be reasonably confident in navigating your way around your chosen Windows Operating System, and some setting locations may vary slightly to the instructions if installing the software on Windows Vista or Windows 7 /8.
What interface do I need to connect my BMW or Mini Vehicle to the Software?
There are three main interfaces that are compatible with this Software, and the type required will depend on the model and age of the BMW vehicle(s) to which you intend to connect it to. The three types of BMW interfaces are,
(1) BMW ‘ADS’ interface, which is around a 20 pin connector often found under the bonnet (hood) of the vehicle. These were fitted to BMW’s throughout the mid to late ’90s
(2) OBDII K-Line interface, a rectangle 16 pin interface, often called EDIABAS and found within the vehicle passenger compartment. These were fitted to BMW’s between 1999 and 2005.
(3) BMW D-Can (also called K+D-can) which use the same 16 pin format as Ediabas but operate at much higher speeds. D-Can is used on newer BMW cars built between 2005 and 2017 (E83 / E6* / E9* / R56 etc). However these interfaces are backwards compatible with the OBDII protocol and therefore can also be used with the older K-line EDIABAS equipped cars, and this cable should be used where there is only a USB connector available on the laptop.
Note that some vehicles such as the E36, E38 & E39 made between 1998 and 2001 may have both the 20 pin ADS and also the 16 pins OBD Socket present, in which case both interfaces will be required to access all of the features.
Do you supply installation instructions?
Yes, you also get a very comprehensive and detailed set of instructions, complete with screenshots showing how to install the software supplied on the DVD discs and how to set up both the virtual environment (which BMW Dis V57 operates under) and how to get BMW Dis V57 to connect to the Ediabas & D-Can interface. The instructions alone, avoid the need to read confusing, and often conflicting advice in relation to installing the software, which you may find scattered around the internet and you will save many hours/days/ weeks, and avoid much hair pulling in frustration by following this detailed guide rather than the conflicting Ad-Hoc advice found elsewhere., we are not mechanics or engineers and can not assist with “How to do I ?” type questions in relation to actually carrying out test or service procedures on your vehicle or assist in repairing your car with you!. Once the software is running, when you connect it to the vehicle you accept that you will be using it entirely at your own risk!.
Is there a detailed instruction guide to operating the actual programs?
Sadly no. Remember that you are using the same software which was originally intended only to be used by trained mechanics in Garages and Workshops, and so there was never any need for a ‘user guide’ being produced and made available to the public, as it was never intended to be used on an amateur or hobby basis.
However a lot of the software operations and procedures are relatively user-friendly and self-explanatory and each system uses a menu-driven system that is fairly easy to navigate and understand and the majority of people are able to carry out basic diagnostic and coding functions without too many problems, however, suffice to say that just like any comprehensive software intended for a professional environment, some users may find that there is a learning curve attached to its use and some of the more complex procedures may need some patience (and Googling) before proceeding.
Does the Software come with a Warranty?
No, the software is sold on the basis that when you connect it to your car, you use it entirely at your own risk. It would be impossible for me to individually offer or underwrite any kind of guarantee that every person who purchases the software has the experience, knowledge and skills to be able to use it successfully on their own vehicle to the point of completing a satisfactory repair, and so no such warranty is given or implied. It is entirely the sole responsibility of the buyer to ensure that that the software is suitable for their requirements and that they have the skills, experience and confidence to use this software on their vehicle before they make a purchase.
Will this work on American and Australian BMW’s?
Yes, this is an international version that will work with all Left and Right-hand drive BMW’s manufactured for the UK, European, American, Canadian and all other International markets on BMW & Mini vehicles with factory build dates between 1995 and March 2009.
Can I change my vehicles ‘comfort settings’ by using this package?
Yes, using this package gives you access to do virtually everything that a BMW dealer would do. This includes changing the key memory settings to allow different user preferences, for example here are the most popular:-
* Enable/disable DRL’s,
*Auto door locking above ‘x’ mph,
*Pathway Lighting
* Driver's seat position memory
*Alarm Acknowledgement Selection
And many other options….
Carrying out these tasks are more complex than simple diagnostics and therefore may require a learning curve if you have not carried out programming tasks before. Google can be a great help for finding guides written by other owners.
Will I get ‘under voltage errors’ when using BMW SSS V32?
The ‘under voltage’ error is well known and documented when connecting SSS V32 using an EDIABAS or D-Can aftermarket interface. Our software packages contain detailed instructions on how to correct this well-known problem, if you should encounter it, and the additional files required to resolve it.
What Languages does this software have?
Unfortunately, this is only available with English and German Language files, the installation instructions are also written in English and German.
Will using this software invalidate my BMW Warranty?
This product is NOT supported by BMW, nor is its use endorsed nor encouraged by BMW, and whilst connecting and using the software for general diagnostics is not detectable, if you should make a mistake, cause damage or change any of the default coding or component settings then yes, you will invalidate any warranty on the vehicle, just as you would if you had the vehicle remapped using a third party or had work carried out outside of the dealership. If the vehicle is under warranty then there would be no requirement to use software such as this, simply take your vehicle to the dealer and have any issues corrected free of charge under your warranty agreement. It is expected that customers will be using this Software on vehicles where the warranty has expired and any repair or remedial work becomes chargeable.
Which Models of BMW vehicles are compatible with Dis V57 and SSS V32?
All BMW and MINI vehicles throughout the world which have OBDII compatibility and with factory build dates of 1995 to March 2009, including the following models
BMW 1 SERIES E81, E82, E87, E88
BMW 3 SERIES E30, E36, E46, E90, E91, E92, E93
BMW 5 SERIES E28, E34, E39, E60, E61
BMW 6 SERIES E24, E63, E64
BMW 7 SERIES E22, E32, E38, E65
BMW 8 SERIES E31
BMW X3 – E83
BMW X5 E53,
BMW X5 – E70,
BMW X6 – E71
BMW Z1 – E30,
BMW Z3 – E36,
BMW Z4 – E85 / E86 / E89,
BMW Z8 – E52
MINI R50 / R52 / R53 / R55 / R56 / R57
I have a BMW made after March 2009, can I still use this Software?
Software suitable for 2009+ vehicles: Rheingold aka ISTA+ and ISTA-P
BMW STANDARD TOOLS AND TOOLSET32
We get many enquiries from BMW Owners, who are asking about the BMW Standard Tools and Ediabas Toolset32. There are many versions of BMW INPA floating around, many of which do not include these two valuable tools. In relation to running a stand-alone BMW INPA installation, BMW Standard Tools forms the basis to the entire BMW INPA operation, and versions of BMW INPA which do not include BMW Standard Tools may be incomplete, wrongly configured or simply may not work correctly.
We also get many enquiries from users who are seeking Ediabas Toolset32, as their version may be missing it.We are pleased to announce that our version of the BMW INPA and EDIABAS Package, is the full version, which includes both the BMW STANDARD TOOLS Installation, as well as a copy of Toolset32.
The full installation of BMW INPA and EDIABAS is available in a download package and can be purchased from our SALES WEBSITE
Questions & Answers
Q: Does this work on BMW motorcycles? 2011 r1200rt. I'm trying to disable diesel fuel cutoff.
A: Our software set is the OEM solution for all BMW Group motors, including your nice BMW Bike, ISTAD will cover diagnostics, calibration, battery registration, guided troubleshooting and wiring diagrams. ISTAP will cover coding, programming, module replacement and BMW approved retrofits. Unfortunately, we cannot confirm any kind of fix or guarantee it for several factors like not following the correct procedures or using bad modules ( meaning we can’t tell if you will be able to disable the decal fuel cut off or not, we are a software business, our fixing knowledge is limited but we still love to help when possible).
Q: Is coding possible on an E46?
A: You will need the ISTAP to code and programming. For 'custom coding', we do offer BMW tools like E-SYS, NCSEXPERT, INPA
Q: What cable do I need to make it work with E & F cars??.
A: The best-recommended cables/interfaces for BMW groups motors are (for professional use):
- The ICOM A for BMW F series.
- The ICOM A and ICOM B for BMW E series (ICOM B is needed to access MOST modules)
- The ICOM A, B and C for the BMW E series are older than 2001. Another approach is (for personal use):
- The K+DCAN cable for the BMW E series.
- The ENET cable for BMW F series (You will still be able to diagnose, battery register, read and delete memory errors, code and program most of the modules with K+DCAN & ENET cables, but to cover all of them, you will need the ICOM A and the ICOM B).
A: Correct, it's a global version and works on UK BMW cars.
BMW BATTERY REGISTRATION PROCEDURE
Most new BMW’s are fitted with an intelligent charging system called IBS, this system constantly monitors the health of the battery, its current charge status and its age, and this information is constantly monitored and fed back to the main vehicles’ ECU and diagnostic system.
The reason for BMW Intelligent Battery System is to adopt the charge rate and cycle to the age of the battery, this helps to prolong the life of the battery by constantly altering the charge voltage and current depending on its current charge state and electrical condition. It also helps to adopt the most efficient charging cycle to its current environmental conditions, such as maximising and prioritising the charge current during the winter months when the current draw from the heater, windshield wipers, heated mirrors, headlights etc is at its greatest and so the need for a fully charged battery during cold mornings and the increased electrical load becomes paramount.
The BMW IBS system also adapts and evolves as the vehicle battery ages, thus always maintaining the battery charge health in peak condition. For this reason, when a battery is replaced, it is important that the ECU and IBS system within the vehicle is reset, in order for the old historical data to be deleted and the vehicle electrical system to be ‘told’ that it has a new battery fitted so it can begin the battery adaption and ageing process from scratch, and the charge histogram’s reset.
Some owners may tell you that registering a new battery is not important and that they replaced theirs several months ago and the vehicle is running fine, and this may indeed be true (at that time).
However, these may also be the same owners, who, next winter are experiencing charging and battery capacity problems during severe cold weather, or are replacing their ‘new’ battery two or three years earlier than required, purely because the vehicle ECU thinks it has a seven-year-old battery fitted rather than a three-year-old battery, simply because the new one was never registered when it was changed over, and the data reset the first time around.
False Economy could cost you much more months or years later, and the effects of not registering a new battery may not be immediately obvious or problematic, they may appear a week later or the next Winter.
Sometimes, not registering the battery can also cause later erratic behaviour in the vehicle electrical system. E6x and E9x series BMW’s are fitted with ‘Energy Saving’ and ‘Transport modes’, both of which can be activated automatically by the Vehicle in order to conserve energy and battery capacity when the vehicle ECU and IBS sense that its battery is low or in poor condition.
When these modes are activated, several non-critical electrical systems are restricted or shut down, and these include Sat Nav, Radio and CIC systems, Central Locking, PDC Control, Interior lights etc. If a battery has failed or has got so low that either (or both) of these modes have been activated, then these systems may completely shut themselves down or their future operation becomes erratic and intermittent, and so the energy-saving system will need to be reset using suitable Diagnostic Software.
The situation becomes further complicated if the battery you are replacing is of a higher capacity than the original one. For example, replacing a 90AH battery with a 110AH version. Changes like this require the IBS to be reprogrammed with the new battery capacity, failure to do so will result in the vehicle using the charge cycle and current of the old lower capacity, which in turn will result in the new battery not charging to 100% capacity, and becoming discharged faster during Winter months, it may also result in energy-saving modes activating intermittently, or far earlier than required because the total available battery capacity which is being fed back to the ECU will be incorrect.
We sell INPA and BMW DIS diagnostic software which enables you to access virtually all of the diagnostic and servicing procedures which the main BMW Dealer would normally have to do, and this includes:-
If you intend to replace a dead or failing battery yourself on a vehicle fitted with the IBS system, then you will need to register the battery and reset the charging histograms by using the option from within our diagnostic software package.Most new BMW’s are fitted with an intelligent charging system called IBS, this system constantly monitors the health of the battery, its current charge status and its age, and this information is constantly monitored and fed back to the main vehicles’ ECU and diagnostic system.
The reason for BMW Intelligent Battery System is to adopt the charge rate and cycle to the age of the battery, this helps to prolong the life of the battery by constantly altering the charge voltage and current depending on its current charge state and electrical condition. It also helps to adopt the most efficient charging cycle to its current environmental conditions, such as maximising and prioritising the charge current during the winter months when the current draw from the heater, windshield wipers, heated mirrors, headlights etc is at its greatest and so the need for a fully charged battery during cold mornings and the increased electrical load becomes paramount.
The BMW IBS system also adapts and evolves as the vehicle battery ages, thus always maintaining the battery charge health in peak condition. For this reason, when a battery is replaced, it is important that the ECU and IBS system within the vehicle is reset, in order for the old historical data to be deleted and the vehicle electrical system to be ‘told’ that it has a new battery fitted so it can begin the battery adaption and ageing process from scratch, and the charge histogram’s reset.
Some owners may tell you that registering a new battery is not important and that they replaced theirs several months ago and the vehicle is running fine, and this may indeed be true (at that time).
However, these may also be the same owners, who, next winter are experiencing charging and battery capacity problems during severe cold weather, or are replacing their ‘new’ battery two or three years earlier than required, purely because the vehicle ECU thinks it has a seven-year-old battery fitted rather than a three-year-old battery, simply because the new one was never registered when it was changed over, and the data reset the first time around.
False Economy could cost you much more months or years later, and the effects of not registering a new battery may not be immediately obvious or problematic, they may appear a week later or the next Winter.
Sometimes, not registering the battery can also cause later erratic behaviour in the vehicle electrical system. E6x and E9x series BMW’s are fitted with ‘Energy Saving’ and ‘Transport modes’, both of which can be activated automatically by the Vehicle in order to conserve energy and battery capacity when the vehicle ECU and IBS sense that its battery is low or in poor condition.
When these modes are activated, several non-critical electrical systems are restricted or shut down, and these include Sat Nav, Radio and CIC systems, Central Locking, PDC Control, Interior lights etc. If a battery has failed or has got so low that either (or both) of these modes have been activated, then these systems may completely shut themselves down or their future operation becomes erratic and intermittent, and so the energy-saving system will need to be reset using suitable Diagnostic Software.
The situation becomes further complicated if the battery you are replacing is of a higher capacity than the original one. For example, replacing a 90AH battery with a 110AH version. Changes like this require the IBS to be reprogrammed with the new battery capacity, failure to do so will result in the vehicle using the charge cycle and current of the old lower capacity, which in turn will result in the new battery not charging to 100% capacity, and becoming discharged faster during Winter months, it may also result in energy-saving modes activating intermittently, or far earlier than required because the total available battery capacity which is being fed back to the ECU will be incorrect.
We sell INPA and BMW DIS diagnostic software which enables you to access virtually all of the diagnostic and servicing procedures which the main BMW Dealer would normally have to do, and this includes:-
- Registering a new battery
- Reprogramming a new battery capacity (eg replacing an 80AH with a 90AH)
- Resetting the historical charge histogram data
- Removing ‘Energy Saving’ and ‘Transport mode’ either or both of which may have been triggered by a low or dead battery.
- Resetting all error codes caused by a failed or discharged battery.
Also if you are suffering intermittent problems with the Electrical Systems as I have described above, then it's possible that the battery was replaced at some point without being registered, and either transport or energy-saving mode has been activated causing an intermittent shutdown of entertainment and navigation systems. A simple diagnostic error code reading and reset using our diagnostic software may save you the expense of replacing these systems.
BMW E32 DIAGNOSTIC READER
Finding Diagnostic Readers for fault finding on the BMW E32 Models can be extremely difficult. This is because the BMW E32 Series was designed and developed before the popular OBDII diagnostic platform which was introduced in vehicles manufactured after 1995.
On Bmw Vehicles manufactured before 1995, the Diagnostic protocol was called ‘MODIC’ and very few aftermarket code readers and diagnostic software are compatible with the MODIC platform.
Since most Diagnostic Readers on the market have no MODIC functions and are only equipped for OBDII protocols, this usually results in a lack of compatibility for BMW E32 models.
Even the handheld diagnostic error code readers which will work with Pre-OBDII vehicles have extremely limited functionality, often limited to simply reading and clearing stored fault codes, they will not interrogate the various electronic control modules within the E32 series, and allow you the same level of access as you would get from paying a BMW Dealer to diagnose your E32 for you.
We offer for sale BMW DIS, this is a dealer level diagnostic software, which will allow you to not only read and reset fault error codes whenever they occur but will allow you to also access everything on your BMW E32 which the dealer can access, and in most cases, the software costs less than single diagnostic reading carried out at your local workshop.
BMW DIS will run on any cheap medium specification laptop fitted with an RS-232 serial port and comes complete with easy to follow installation instructions
To use BMW DIS, on a MODIC equipped vehicle such as the E32 series, you will need to purchase a special diagnostic interface called ‘ADS’, this allows connection between the serial port on your Laptop and the round 20 pins diagnostic connector found in the engine compartment on the BMW E32 series.
Care should be exercised in order to buy the correct interface for your BMW E32, as not all interfaces are the same, and an incorrect choice or poor quality interface is by far the most common reason for connection errors.
Please ensure that you do not buy a standard OBDII EDIABAS interface or D-Can interface even if it comes complete with a 16 pin rectangle to 20 pin round ADS adaptor, because both are OBDII interfaces and will simply not work, even with a 16 pin to 20 pin adaptor.
To connect to vehicles that use the ADS type round interface used on E32 BMW models, you need a special, dedicated interface with tried and tested Ads functionality. This specialised interface can be purchased from Do it Auto (International Delivery)
Finding Diagnostic Readers for fault finding on the BMW E32 Models can be extremely difficult. This is because the BMW E32 Series was designed and developed before the popular OBDII diagnostic platform which was introduced in vehicles manufactured after 1995.
On Bmw Vehicles manufactured before 1995, the Diagnostic protocol was called ‘MODIC’ and very few aftermarket code readers and diagnostic software are compatible with the MODIC platform.
Since most Diagnostic Readers on the market have no MODIC functions and are only equipped for OBDII protocols, this usually results in a lack of compatibility for BMW E32 models.
Even the handheld diagnostic error code readers which will work with Pre-OBDII vehicles have extremely limited functionality, often limited to simply reading and clearing stored fault codes, they will not interrogate the various electronic control modules within the E32 series, and allow you the same level of access as you would get from paying a BMW Dealer to diagnose your E32 for you.
We offer for sale BMW DIS, this is a dealer level diagnostic software, which will allow you to not only read and reset fault error codes whenever they occur but will allow you to also access everything on your BMW E32 which the dealer can access, and in most cases, the software costs less than single diagnostic reading carried out at your local workshop.
BMW DIS will run on any cheap medium specification laptop fitted with an RS-232 serial port and comes complete with easy to follow installation instructions
To use BMW DIS, on a MODIC equipped vehicle such as the E32 series, you will need to purchase a special diagnostic interface called ‘ADS’, this allows connection between the serial port on your Laptop and the round 20 pins diagnostic connector found in the engine compartment on the BMW E32 series.
Care should be exercised in order to buy the correct interface for your BMW E32, as not all interfaces are the same, and an incorrect choice or poor quality interface is by far the most common reason for connection errors.
Please ensure that you do not buy a standard OBDII EDIABAS interface or D-Can interface even if it comes complete with a 16 pin rectangle to 20 pin round ADS adaptor, because both are OBDII interfaces and will simply not work, even with a 16 pin to 20 pin adaptor.
To connect to vehicles that use the ADS type round interface used on E32 BMW models, you need a special, dedicated interface with tried and tested Ads functionality. This specialised interface can be purchased from Do it Auto (International Delivery)
REPLACING BMW DIESEL GLOWPLUGS
However old or new your BMW is, at some point, you will get a Glow Plug Failure, like any diesel car your BMW has 4 (or 6 on 6 Cylinder Models) glowplugs which pre-heat the combustion chamber to aid starting on cold mornings, BMW also use an afterglow feature, which allows to glowplugs to run for a few minutes after starting to aid emission levels. What many owners don’t realise is that on cars that have a DPF (Diesel Particulate Filter) fitted, if a glowplug fails, then the DPF system will be unable to regenerate, eventually leading to more expensive problems with the particulate filter so it is wise to replace the glowplugs as soon as the failure is diagnosed. If you are unsure whether you have a glowplug failure then you can read and reset the error codes using our Diagnostic Software Package.
It is also a false economy to replace just the Glowplug(s) which have failed, and better to replace the entire set. The logic behind this is that it takes a lot of time to remove all of the plastic covers and parts that are in the way in order to access the glowplugs, so you may as well replace the entire set, whilst the intake manifold is removed. At the end of the day, the rest of the plugs have been in for just as long as the ones which have failed, and so it's only a matter of weeks or months before the rest fail and you have to replace them.
It is important to replace the failed glowplugs with good quality long life Glowplugs and I highly recommend using the BERU brand. Packs of Beru Glowplugs
The biggest problem with removing the Glow Plugs on any diesel car is finding that the glowplugs have seized in the head, and you end up snapping them, which will then either require the head to be removed or a specialist company to remove the broken plugin situ. Although thanks to such companies offering these services, snapping a glowplug is not as expensive as it once was, it is probably best to be avoided!.
Glowplugs often end up seized in the head due to either carbon build-up, or corrosion between two different types of metal (Glowplug body and Cylinder Head) therefore, its wise to exercise great care in removing them, and soaking them overnight in one of many chemicals suggested below, is likely to make them easier to remove the following day.
When removing my Glowplugs, I always assume that they will be stuck in the head. One of the best ways of loosening the corrosive bond is to soak the Glowplug overnight, one of the best oils to use is called Kano Kroil, this oil ‘creeps’ down the glow plug threads and works on the carbon/corrosion build-up making them far easier to remove in the morning. If Kano Kroil is not available, then as an alternative I would also recommend soaking in a mixture of 50 / 50 ATF Fluid and Acetone or 50 / 50 Coke and Vinegar
Even after the plugs have been left to soak overnight, it is important to work slowly and steadily on each glowplug, as too much torque on the ratchet will probably end up snapping them. Start by tightening the plug, first of all, to try and break any corrosive seal on the thread and then gently apply steady pressure to undo. Even if the Glowplug begins to undo, take it steady and work the glowplug thread backwards and forwards, backing off immediately if any resistance is felt whilst undoing.
When the Glowplug begins to loosen I apply Brunox Turbo Spray down into the thread giving a good spray every turn as the plug is loosened and if any still feel tight whilst undoing then I soak them for an hour in Kroil again and go and have a coffee, patience is the key here as being impatient can end up with you waiting for hours or days for a specialist company to come and remove any snapped plug but I’ve not yet found any BMW Glowplug which has defeated the combination of Kano Kroil and Brunox Turbo and a bit of time and patience it's just a matter and working the glowplug forwards and back, whilst spraying in the penetrating oil or soaking for a bit longer.
In short, WD-40 should be avoided as it is not the best penetrating fluid out there, and will certainly not be of much use for stuck glowplugs!, but if the fluids that I recommend are not available, then you can also use the following products for pre-soaking and during removal.
When replacing the glowplugs, it is worth putting some High-Temperature Ceramic Grease on the threads to prevent them from sticking in the head, should they need to be removed in the future. Conventional copper grease SHOULD NOT be used in this application. Once the Glowplugs have been replaced, you will need to clear the fault code, using Diagnostic Software.
However old or new your BMW is, at some point, you will get a Glow Plug Failure, like any diesel car your BMW has 4 (or 6 on 6 Cylinder Models) glowplugs which pre-heat the combustion chamber to aid starting on cold mornings, BMW also use an afterglow feature, which allows to glowplugs to run for a few minutes after starting to aid emission levels. What many owners don’t realise is that on cars that have a DPF (Diesel Particulate Filter) fitted, if a glowplug fails, then the DPF system will be unable to regenerate, eventually leading to more expensive problems with the particulate filter so it is wise to replace the glowplugs as soon as the failure is diagnosed. If you are unsure whether you have a glowplug failure then you can read and reset the error codes using our Diagnostic Software Package.
It is also a false economy to replace just the Glowplug(s) which have failed, and better to replace the entire set. The logic behind this is that it takes a lot of time to remove all of the plastic covers and parts that are in the way in order to access the glowplugs, so you may as well replace the entire set, whilst the intake manifold is removed. At the end of the day, the rest of the plugs have been in for just as long as the ones which have failed, and so it's only a matter of weeks or months before the rest fail and you have to replace them.
It is important to replace the failed glowplugs with good quality long life Glowplugs and I highly recommend using the BERU brand. Packs of Beru Glowplugs
The biggest problem with removing the Glow Plugs on any diesel car is finding that the glowplugs have seized in the head, and you end up snapping them, which will then either require the head to be removed or a specialist company to remove the broken plugin situ. Although thanks to such companies offering these services, snapping a glowplug is not as expensive as it once was, it is probably best to be avoided!.
Glowplugs often end up seized in the head due to either carbon build-up, or corrosion between two different types of metal (Glowplug body and Cylinder Head) therefore, its wise to exercise great care in removing them, and soaking them overnight in one of many chemicals suggested below, is likely to make them easier to remove the following day.
When removing my Glowplugs, I always assume that they will be stuck in the head. One of the best ways of loosening the corrosive bond is to soak the Glowplug overnight, one of the best oils to use is called Kano Kroil, this oil ‘creeps’ down the glow plug threads and works on the carbon/corrosion build-up making them far easier to remove in the morning. If Kano Kroil is not available, then as an alternative I would also recommend soaking in a mixture of 50 / 50 ATF Fluid and Acetone or 50 / 50 Coke and Vinegar
Even after the plugs have been left to soak overnight, it is important to work slowly and steadily on each glowplug, as too much torque on the ratchet will probably end up snapping them. Start by tightening the plug, first of all, to try and break any corrosive seal on the thread and then gently apply steady pressure to undo. Even if the Glowplug begins to undo, take it steady and work the glowplug thread backwards and forwards, backing off immediately if any resistance is felt whilst undoing.
When the Glowplug begins to loosen I apply Brunox Turbo Spray down into the thread giving a good spray every turn as the plug is loosened and if any still feel tight whilst undoing then I soak them for an hour in Kroil again and go and have a coffee, patience is the key here as being impatient can end up with you waiting for hours or days for a specialist company to come and remove any snapped plug but I’ve not yet found any BMW Glowplug which has defeated the combination of Kano Kroil and Brunox Turbo and a bit of time and patience it's just a matter and working the glowplug forwards and back, whilst spraying in the penetrating oil or soaking for a bit longer.
In short, WD-40 should be avoided as it is not the best penetrating fluid out there, and will certainly not be of much use for stuck glowplugs!, but if the fluids that I recommend are not available, then you can also use the following products for pre-soaking and during removal.
- A 50 / 50 mix of Coke and Vinegar (These can also be used on their own and don’t have to be mixed)
- Mineral ATF Fluid and Acetone in a 50 / 50 mix
- PlusGas Spray
- Brunox Turbo
- Liquid Wrench Penetrating Spray
- BG In-Force Penetrating Spray.
When replacing the glowplugs, it is worth putting some High-Temperature Ceramic Grease on the threads to prevent them from sticking in the head, should they need to be removed in the future. Conventional copper grease SHOULD NOT be used in this application. Once the Glowplugs have been replaced, you will need to clear the fault code, using Diagnostic Software.
BMW DPF ERROR LIGHT – FORCED REGENERATION
Like all new diesel cars manufactured since 2008, BMW has had to fit DPF (Diesel Particle Filters) to all its diesel vehicles, in fact, it started to fit them as early as 2005 / 6 on some models.
The idea of the DPF is to trap soot particles, from leaving the exhaust system in order to comply with stricter EU4 and EU5 Emissions. When the filter becomes blocked, a regeneration program is triggered by the vehicle ECU, whereupon the DPF Filter is superheated to over 600C and the accumulation of soot is then burned off, fairly harmlessly as CO2 gas. In order to trigger the regeneration process, the car has to be travelling at a high speed for a reasonable period of time, such as down a motorway or dual carriageway.
Problems with DPF’s begin, on diesel cars fitted with DPF’s which are only used for short or infrequent trips and of which rarely see high-speed prolonged motorway journeys. Short urban trips often result in DPF’s becoming blocked far quicker and more frequently and the regeneration process isn’t able to trigger, or worse still, is abandoned partway through a process.
This results in the DPF eventually becoming clogged, and the orange indicator on the dashboard will illuminate to inform you that there is a problem with the DPF system and that the DPF is no longer working correctly, this warning light generally illuminates when the DPF is around 70% blocked.
If you have this indicator illuminated on the Dashboard, then you need to plan a fast trip down the motorway, ideally at high rev’s for at least 30 minutes or so, this will enable the ECU to trigger the DPF regeneration process, and the soot should then be adequately burned off, the light will extinguish and all should then be well.
Unfortunately, depending on the level of blockage, the period of time which has elapsed since the orange DPF warning light began illuminating and the age of the DPF itself, sometimes a delayed DPF regeneration doesn’t solve the problem, and shortly after taking the car for a motorway drive, the DPF warning light is back on.
The best way of avoiding this is to simply avoid buying a diesel car fitted with a DPF if you only do short trips consisting of town and urban driving, modern diesel really are no longer suitable for school runs and short commutes and should only be chosen if you travel reasonable distances on motorways or dual carriageways on a fairly regular basis, but this advice is not likely to help you if you already have the car, and the persistent orange DPF warning light nagging you from the dashboard, so what else can you do?.
Fortunately, our BMW software is a dealer level diagnostic platform, which contains the facility to check the DPF condition, clear any stored fault codes related to the DPF, and then manually trigger a forced DPF regeneration process before taking the car for a spirited (but legal!) drive down a quiet motorway.
With our BMW software package, you will also be able to read out statistics on how far the vehicle has travelled since its last regeneration process, fault finds DPF related aspects such as various sensor tests and backpressure exhaust readings, and also read and reset CBS (condition-based servicing) parameters such as oil quality, all of which can relate to correct DPF operation and sometimes pinpoint a continued DPF warning light condition even after a forced DPF regeneration procedure has failed to clear the fault.
Some BMW Diesels also have a coolant temperature sensor and an EGR Thermostat, and if either or both of these sensors should fail, then they will keep the engine below the optimum temperature for DPF regeneration, and the process will never start, eventually leading to DPF filter clogging. So if you are getting ongoing problems relating to DPF faults, then these two components should also be checked for correct operation and replaced if faulty.
Replacement DPF can cost well over £1000 for a replacement out of warranty and a portion of this is the diagnostic level work. Using the BMW Software, you can run these tests and do these diagnostics from your own driveway.
INPA IFH-0009: NO RESPONSE FROM CONTROL UNIT ERRORSLike all new diesel cars manufactured since 2008, BMW has had to fit DPF (Diesel Particle Filters) to all its diesel vehicles, in fact, it started to fit them as early as 2005 / 6 on some models.
The idea of the DPF is to trap soot particles, from leaving the exhaust system in order to comply with stricter EU4 and EU5 Emissions. When the filter becomes blocked, a regeneration program is triggered by the vehicle ECU, whereupon the DPF Filter is superheated to over 600C and the accumulation of soot is then burned off, fairly harmlessly as CO2 gas. In order to trigger the regeneration process, the car has to be travelling at a high speed for a reasonable period of time, such as down a motorway or dual carriageway.
Problems with DPF’s begin, on diesel cars fitted with DPF’s which are only used for short or infrequent trips and of which rarely see high-speed prolonged motorway journeys. Short urban trips often result in DPF’s becoming blocked far quicker and more frequently and the regeneration process isn’t able to trigger, or worse still, is abandoned partway through a process.
This results in the DPF eventually becoming clogged, and the orange indicator on the dashboard will illuminate to inform you that there is a problem with the DPF system and that the DPF is no longer working correctly, this warning light generally illuminates when the DPF is around 70% blocked.
If you have this indicator illuminated on the Dashboard, then you need to plan a fast trip down the motorway, ideally at high rev’s for at least 30 minutes or so, this will enable the ECU to trigger the DPF regeneration process, and the soot should then be adequately burned off, the light will extinguish and all should then be well.
Unfortunately, depending on the level of blockage, the period of time which has elapsed since the orange DPF warning light began illuminating and the age of the DPF itself, sometimes a delayed DPF regeneration doesn’t solve the problem, and shortly after taking the car for a motorway drive, the DPF warning light is back on.
The best way of avoiding this is to simply avoid buying a diesel car fitted with a DPF if you only do short trips consisting of town and urban driving, modern diesel really are no longer suitable for school runs and short commutes and should only be chosen if you travel reasonable distances on motorways or dual carriageways on a fairly regular basis, but this advice is not likely to help you if you already have the car, and the persistent orange DPF warning light nagging you from the dashboard, so what else can you do?.
Fortunately, our BMW software is a dealer level diagnostic platform, which contains the facility to check the DPF condition, clear any stored fault codes related to the DPF, and then manually trigger a forced DPF regeneration process before taking the car for a spirited (but legal!) drive down a quiet motorway.
With our BMW software package, you will also be able to read out statistics on how far the vehicle has travelled since its last regeneration process, fault finds DPF related aspects such as various sensor tests and backpressure exhaust readings, and also read and reset CBS (condition-based servicing) parameters such as oil quality, all of which can relate to correct DPF operation and sometimes pinpoint a continued DPF warning light condition even after a forced DPF regeneration procedure has failed to clear the fault.
Some BMW Diesels also have a coolant temperature sensor and an EGR Thermostat, and if either or both of these sensors should fail, then they will keep the engine below the optimum temperature for DPF regeneration, and the process will never start, eventually leading to DPF filter clogging. So if you are getting ongoing problems relating to DPF faults, then these two components should also be checked for correct operation and replaced if faulty.
Replacement DPF can cost well over £1000 for a replacement out of warranty and a portion of this is the diagnostic level work. Using the BMW Software, you can run these tests and do these diagnostics from your own driveway.
If you experience the IFH-0009 No Response error in Inpa, then it indicates a breakdown (or lack of) communication between the Vehicle itself, and the laptop. More often than not, IFH-0009 errors in INPA are caused by the following problems.
- Poor quality, or incorrectly wired interfaces. IFH-0009 errors are the most common in D-Can+K USB interface leads. Often these originate from China or Hong Kong, and can be badly constructed, incorrectly wired, or contain the wrong chipset drivers or come with no drivers at all!. Whilst not all Chinese interfaces are of poor quality, buying cheaply imported leads is a gamble and when problems occur the seller probably won’t be interested. It is therefore important that you buy an interface lead from good quality, reputable Vendor.
- Wrong or Incorrect Interface Drivers. Again, mass-produced interfaces can often contain cd’s the wrong chipset drivers or come with no CD at all. Without the correct (latest) USB drivers, your interface lead will not install under windows properly. Our software package comes complete with a popular driver which is compatible with most Chinese and Western produced USB Interfaces, which will often work if the one supplied from your interface lead vendor doesn’t or hasn’t been included.
- Incorrectly configured interface lead. Again, one of the most common problems with USB type leads. When installing a D-Can or USB Interface lead, you will need to reconfigure the Windows-based com port settings, so that the USB lead, appears to replicate an old RS-232 serial port. To replicate the port correctly, you need to change the existing Com port setting of the USB interface within Windows to Com Port 1 and change the latency setting to ‘1’ and check any ‘Fifo’ box
- Incorrectly wired interface. Once again, there is no set standard as to the wiring pin configurations used within D-Can + K interfaces, by the various manufacturers. Some interface leads have pin 8 disconnected, some have pin 8 physically linked (bridged) to Pin 7, and some have pin 7 & 8 connected individually with no bridge link. If you still have problems connecting to the vehicle, and still get ‘IFH’ style errors then you should open the OBD Socket of the lead and check the pin wiring to see which type of interface you have. You should consider trying your interface lead, with the following configurations….
- Pin 8 joined to Pin 7 using a small wire link
- Pin 8 physically disconnected
- Pin 7 and Pin 8 are individually connected to their own pins with no link.
More often than not, one of these configurations will work with your vehicle, I recommend trying it with pins 7 & 8 linked together first, as this is by far the most popular vehicle configuration.
Also don’t assume that once you have found the pin 8 solution which works with one vehicle, that it will automatically work with a different model. If you have more than one D-Can equipped vehicle, you may need to obtain a second interface lead and configure ‘pin 8’ differently.
If you don’t own a soldering iron, or if you don’t feel confident about soldering electrical connectors, then there are adaptors available that will bridge pins 7 & 8 together, without any need to open the OBD socket or solder.
- Incomplete Versions of INPA. There are many versions of Inpa around, many of which are incomplete or simply lack the various configuration files in which to work correctly. If you try all of the above and the IFH-0009 problem still remains, then you will need to consider buying and installing the full version of Inpa which includes Ediabas and BMW Standard Tools.
BMW" DIS" CONNECTION PROBLEMS
If you are having problems connecting BMW DIS to your vehicle, more often than not, these connection errors occur due to important sections of the installation being skipped or oversight with one or more of the configuration and network settings, so please take your time when installing BMW DIS, as rushing through the installation process, can actually cause additional problems which take longer to rectify than careful installation from the start.
BMW DIS has been installed successfully by thousands of private BMW Owners all over the world, so the software itself is pretty much tried and tested. Most of the issues which people have when connecting it, come down to local or isolated issues with the installation process, or a faulty interface lead, or even installing the software on a 64 bit Windows operating system.
We have compiled a checklist of the most common causes of connection failures relating to BMW DIS. It is important to ensure that the following steps are checked and then checked again.
We have compiled a checklist of the most common causes of connection failures relating to BMW DIS. It is important to ensure that the following steps are checked and then checked again.
- Ensure that your ‘computer name’ is 8 characters or less within Windows
- Make sure that the string in the Environment Variables is added correctly and there are no syntax errors, such as a missing colon at the end of Wbem – so the full string should read as Wbem;c:\ediabas\bin
- If you have bought the Full BMW DIS V57 package from our Webstore then make sure that you have applied the ‘OBD.INI’ changes and ‘Serial Port Set up’ configurations correctly. These files are vital to the operation and connection of BMW DIS V57, and they will not work if applied incorrectly or the process is skipped
- Make sure that you have added the correct IP address and Port settings within the ‘EDIABAS.ini’ file as per our instructions. Also make sure that the interface is configured to STD: OBD
- Double-check the settings within VMWARE, especially the network ones. Often it's easy to enter settings into VMWARE and exit without actually actioning the changes you have just made. Therefore make sure that you also select ‘OK’ to update the changes before moving from the window.
- The majority of connection issues come down to the wrong choice of interface or a wrongly configured one. There are a lot of poor quality interface leads out there which are wrongly configured, or simply don’t have the correct software drivers to handshake between the vehicle and laptop. This often causes the owners to (wrongly) blame the software, when the issue, and fault lies is caused by the lack of a correctly configured communication link between the car and laptop. If you are getting errors beginning with ‘IFH’ such as “IFH-0009: NO RESPONSE FROM CONTROL UNIT” (for example) then these are nearly always the fault with the configuration of the interface lead, especially if it is the D-Can or USB type.
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