Now I'm not naive enough to think 50km is enough to be completely confident, but it's been the best drive for 4 months.
Thanks again.
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2006 transfer case transfailsafe
2006 transfer case transfailsafe
Chaps, I can't thank you enough. Drove another 50km today with no warning lights. Scanned the car before I drove, she'd load of faults. Erased all and took the car for a drive. Returned home, scanned again. No faults related to the transmission or transfer case. Yes it still has a code for glow plug 5 and a problem with the AC magnetic coupler.
Now I'm not naive enough to think 50km is enough to be completely confident, but it's been the best drive for 4 months.
Thanks again.
Now I'm not naive enough to think 50km is enough to be completely confident, but it's been the best drive for 4 months.
Thanks again.
2006 transfer case transfailsafe
Good news, keep the faith and help it along the way by using the correct BMW marked tyres and thread depth within I think 2mm of each other to stop windup. Others know this x drive transfer case better than me. As for BMW changing the g/b oil and filter plus diagnostic I dread to think what that cost. Still, your knowledge is now way better than it was. 
2006 transfer case transfailsafe
Hi,
I thought I was being a bit optimistic. So, I had the 4x4 light come on, but no Transfailsafe. Scanned it to find it's a SAS fault. I've ordered a new one. However today, I got 4x4 and Transfailsafe. Stopped, restarted, all cleared. Can it be a fault in the SAS causing a lot of this? The new part should arrive in a couple of days and I'll fit it.
I thought I was being a bit optimistic. So, I had the 4x4 light come on, but no Transfailsafe. Scanned it to find it's a SAS fault. I've ordered a new one. However today, I got 4x4 and Transfailsafe. Stopped, restarted, all cleared. Can it be a fault in the SAS causing a lot of this? The new part should arrive in a couple of days and I'll fit it.
2006 transfer case transfailsafe
A vehicle’s steering angle sensor (SAS) is used to measure the angle of the steering wheel and the speed at which it is being turned. The signal is predominantly used by the ABS system as part of its stability control function but also by other systems such as ride level control and adaptive front lighting. This means a problem with the SAS signal will cause a fault with any of the systems that use the signal directly, or indirectly.
Autologic screen shot showing typical sensor readings whilst the vehicle is stationary
There are two types of SAS fault:
1. Hard faults
A hard fault will result in no SAS signal. This can be caused by a wiring fault or an internal fault with the SAS.
Checking for hard faults
a) Steering angle sensors may only have four wires attached to them: a power, an earth and two high speed CAN wires (some vehicles may have an ignition and battery power supply). If you can communicate with the SAS you can assume the wiring connection is ok.
b) Using a diagnostic tool, check the dynamic data from the SAS. See if the steering angle changes and the wheel velocity is displayed when the steering wheel is moved. If no change is seen the SAS is faulty. Some steering angle sensors require calibrating if they are replaced. This can be done using a diagnostic tool like the Autologic.
2. Plausibility faults
Plausibility faults occur when the signal from the SAS is not ‘plausible’ when compared to signals produced by other sensors on the vehicle. The sensors used to check steering angle plausibility are primarily the yaw rate and lateral acceleration sensors. The signals from these sensors only increase whilst the vehicle is cornering. When the vehicle is driving in a straight line the steering angle should be less than +/- 15° and the signals from the yaw rate and lateral acceleration sensors should be close to zero.
Freelander 2 sensor mechanically aligned
Plausibility faults can be caused by damage or wear to the steering linkages or faulty yaw rate and lateral acceleration sensors. It can be possible for the steering angle to be implausible but no fault codes to be stored. In this case, the customer may complain that the stability system is over sensitive or activating when not expected.
Checking steering angle plausibility
First drive the car in a straight line and check that the steering wheel is central. If the steering wheel is not central, check for damage and wear to the steering linkages and carry out a wheel alignment.
Once the steering wheel is central, check the steering angle using a suitable diagnostic tool – it should be zero. If it is not zero, calibrate the SAS, though it should be noted that some steering angle sensors are centralised mechanically.
Autologic screen shot showing L322 steering angle sensor calibration
Now either with the vehicle stationary or driving in a straight line, check the dynamic data from the yaw rate and lateral acceleration sensors – the readings should be close to zero. If the readings from either sensor are not close to zero, investigate why. On some vehicles it is possible to calibrate these sensors. Once these adjustments and calibrations have been done the plausibility faults should clear. In the case of early activation of the stability control it may also be necessary to carry out a 4 wheel alignment check.
This at least tell you something about the SAS
Tags:DiagnosticsEngine ManagementSteering
Autologic screen shot showing typical sensor readings whilst the vehicle is stationary
There are two types of SAS fault:
1. Hard faults
A hard fault will result in no SAS signal. This can be caused by a wiring fault or an internal fault with the SAS.
Checking for hard faults
a) Steering angle sensors may only have four wires attached to them: a power, an earth and two high speed CAN wires (some vehicles may have an ignition and battery power supply). If you can communicate with the SAS you can assume the wiring connection is ok.
b) Using a diagnostic tool, check the dynamic data from the SAS. See if the steering angle changes and the wheel velocity is displayed when the steering wheel is moved. If no change is seen the SAS is faulty. Some steering angle sensors require calibrating if they are replaced. This can be done using a diagnostic tool like the Autologic.
2. Plausibility faults
Plausibility faults occur when the signal from the SAS is not ‘plausible’ when compared to signals produced by other sensors on the vehicle. The sensors used to check steering angle plausibility are primarily the yaw rate and lateral acceleration sensors. The signals from these sensors only increase whilst the vehicle is cornering. When the vehicle is driving in a straight line the steering angle should be less than +/- 15° and the signals from the yaw rate and lateral acceleration sensors should be close to zero.
Freelander 2 sensor mechanically aligned
Plausibility faults can be caused by damage or wear to the steering linkages or faulty yaw rate and lateral acceleration sensors. It can be possible for the steering angle to be implausible but no fault codes to be stored. In this case, the customer may complain that the stability system is over sensitive or activating when not expected.
Checking steering angle plausibility
First drive the car in a straight line and check that the steering wheel is central. If the steering wheel is not central, check for damage and wear to the steering linkages and carry out a wheel alignment.
Once the steering wheel is central, check the steering angle using a suitable diagnostic tool – it should be zero. If it is not zero, calibrate the SAS, though it should be noted that some steering angle sensors are centralised mechanically.
Autologic screen shot showing L322 steering angle sensor calibration
Now either with the vehicle stationary or driving in a straight line, check the dynamic data from the yaw rate and lateral acceleration sensors – the readings should be close to zero. If the readings from either sensor are not close to zero, investigate why. On some vehicles it is possible to calibrate these sensors. Once these adjustments and calibrations have been done the plausibility faults should clear. In the case of early activation of the stability control it may also be necessary to carry out a 4 wheel alignment check.
This at least tell you something about the SAS
Tags:DiagnosticsEngine ManagementSteering
2006 transfer case transfailsafe
Hi Henry,
I've checked all my diagnostic print outs. The SAS appears on all, except for the one that was clear. On the SAS fault it also indicated a short circuit. I'll open up the kick plate and see it there's a denuded wire. I've got to say, I had the SAS changed 2 years ago, but I've lost confidence in the garage who fitted it. They've made silly errors on both mine and a neighbours car.
I've checked all my diagnostic print outs. The SAS appears on all, except for the one that was clear. On the SAS fault it also indicated a short circuit. I'll open up the kick plate and see it there's a denuded wire. I've got to say, I had the SAS changed 2 years ago, but I've lost confidence in the garage who fitted it. They've made silly errors on both mine and a neighbours car.
2006 transfer case transfailsafe
Unfortunately I can’t really offer any advice on changing one as I haven’t had a problem on my 2002 and nearly 180k. Hopefully my lack of experience will continue. If I have to check live data I can put my diagnostics on record and then drive, it covers most problems and shows if something drops out/in. Can always review it with a nice cuppa. Then someone on here can tell me what to do.
2006 transfer case transfailsafe
Ha ha, brilliant. Enjoy the cuppa. 
