Quote:
Originally Posted by cutnsew
wait what?? One of the fuses was loose? Like, fuse in the rear compartment fuse box caused the problem? I ask because mine started this today. Except I logged coolant tempts with BimmerLink and the coolant got up to 115 Celcius before I turned the vehicle off.
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Quote:
Originally Posted by cutnsew
I’ll tell my service guy to “check fuses” lol. I checked all the fuses in the back passenger panel prior to having it towed to the dealer; all were intact. Today they said it wouldn’t even get up to operating temp so they think it’s the “cooling control module” (I’m saying it wrong bc I was driving and couldn’t write it down) that was stuck closed before and is now stuck open not letting the vehicle get to operating temp. Basically the thermostat computer not working. The problem is the car isn’t throwing a code so they won’t just replace the module.
My service associate also said the normal operating temp is around 250F (121C). He’s not sure if the temp ranges differ for coolant vs the oil operating temp. I imagine they’d be similar. Hopefully someone on here can state the specific operating ranges for M vehicles (not sure if that differs for non-Ms).
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Not sure it directly answers your question(s), but the
'ST1926 S58 Engine.pdf' document found in the Stickies has detailed engine info on oil and coolant temps, provided by
ynguldyn (10 Jun 2019)
https://x3.xbimmers.com/forums/showp...62&postcount=1 :
The oil filter housing is made from aluminium. For engine cooling, a discrete engine oil cooler is used which is fitted horizontally in front of the radiator module. Depending on the engine oil temperature, a thermostat at the oil filter housing enables the oil flow to the engine oil cooler. [p.58]
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The thermostat opens and closes under the following three operating conditions:
Engine oil temperature < 100 ±2 °C (212 ±35 °F): The entire oil flow is passes directly through oil filter.
Engine oil temperature 100 ±2 °C - 114 ±2 °C (212 ±35 °F - 237 ±35 °F ): Part of the oil flow through the engine oil cooler and then through the oil filter, the rest passes directly through the oil filter.
Engine oil temperature > 114 ± 2 °C (237 ±35 °F ): The flow through the engine oil cooler is regulated in order to obtain the target engine oil temperature.
100 °C (212 °F) is chosen as the initial opening temperature because then the condensation water in the oil evaporates through the crankcase ventilation system. [p.59]
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The thermostat used is a data-map thermostat which can be controlled by the DME. The thermostat starts opening at a coolant temperature of 101 °C (214 °F). The thermostat is fully open at a coolant temperature of 120 °C (248 °F). [p.85]
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The electric coolant pump for the turbochargers is a 20 W pump which communicates with the DME via a LIN bus. The conventional coolant pump is driven via the drive belt and cannot be us d for cooling the exhaust turbocharger after the engine has shut down. This is why there is an electr c coolant pump for this separate cooling circuit. But also during engine operation the electric coolant pump is switched on taking into account the following factors:
Coolant temperature at the engine outlet
Engine oil temperature
Injected fuel quantity
Using these values the heat input into the engine is calculated. The run-on period of the electric coolant pump can last up to 30 min. To improve the cooling effect, the electric fan also cuts in and may run on for up to 11 min. [p.86]