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#11
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Very strange, (to me at least), what's going on. The primary issue, I believe, is that after following the same "Bleeding procedure" that is well documented here, I go for a couple hours of driving and the "Check Coolant Level" comes on when I'm done. I pop the hood and sometimes can see there has been a tiny amount of coolant spray (tiny) that is blowing back on the air flow tube to the air filter. Likely just came out of the cap or something, and as it ran down the expansion tank, the wind from driving blew it back on the air flow tube. Usually, when I let it sit over night, and expect to just pop off the cap on the expansion tank and top it off before I drive, as I start turning/loosening the cap, I hear ...a volcano getting ready to erupt. Gurgling, bubbling, and sure enough, as I loosen more, it begins to puke out the top. Maybe a cup or two. Then I start the whole bloody process (bleeding) over again. My independent mechanic, who I trust, has told me, after the 'standard bleeding process', to then drive it, maybe a mile, and see if it's blowing hot air at idle. He also has recommended, when getting back home, to rev the engine to 2500-3000 with the cap off and monitor flow. (I must admit, I've never understood the timing of when to do this engine revving, maybe I was supposed to do it at the beginning). Bottom line: I cannot properly bleed my coolant system, (I believe), or there is something else wrong that causes the Check Coolant to come on an hour or two of driving after I've bled it. Some have suggested blown head gasket, but, if that were true, then the pressure would likely dissipate after driving and then sitting all night. Yet, 9 times out of 10, when I let it sit all night, the system is pressurized and coolant burps and gurgles out when I take the expansion tank off. Last piece of information I can provide is: I bought this vehicle used about 3 months ago with 130k on it. At the time, the owner told me about it needing an expansion tank, but, that it was only a minor thing and he would top it off when going for a drive. First thing I did was buy a new "BEHR" tank, and install it. Same condition of needing to top off continued. I actually thought I could see coolant leaking out toward the top of the tank, at the seam, where the ..."bottom" of the tank comes up to the seam that goes around the tank, horizontally, toward the upper 1/4 of the tank... So I went to the junk yard and grabbed another BEHR tank thinking that maybe I got a bad one. I haven't noticed any leaking, but, I certainly have the other issues I've mentioned. And yesterday, after only a short drive, even though the Check Coolant Level didn't come on, I popped the hood and I could hear the cap hissing; very quietly. No coolant coming out, but, just hissing.... And it was certainly strange that when I was trying, with a cold engine, to do the Bleeding Procedure for like the 8th time, that on that particular occasion, with the engine off, ignition on RUN, heat on HIGH, fan on LOW, that I heard a pretty loud sound, (like a pump gone bad), and there was no flow back into the expansion tank. Every time prior, I would immediate get the flow back into the tank and there was never this loud a "pump" sound. I figured at that point, I need a new auxiliary pump. But after following the Pelican Parts advice, and testing the water valve next to the throttle body and make sure it was getting power, etc., (which it was), and putting things back together, I tried the Bleeding Procedure again, and this time, NO NOISE ...other than a little pump/circulation sound, and a good flow back into the expansion tank. I am very confused. I know these systems get pressurized, but, ...is something going on that is causing mine to over pressurize? Might I have some head-gasket issue? I've never seen any coolant on the oil dipstick nor do I have that brown fluffy sludge at the top of the expansion tank. I am planning to bring it to my mechanic and let him wrestle with it. It's gonna suck, because I know it's going to take him a few hours to investigate, test, bleed, drive, check, etc. and that feels like about $300-400. But, at this point, it's probably the right thing to do. I'm pretty confident that, as a 53 year old driveway mechanic, who's done a frame off restoration, swapping of 8-cylinder heads, intakes, carbs, and almost 20 years of BMW E36, E38 and now the X5, THAT I SHOULD BE ABLE TO ADD COOLANT AND DRIVE THE VEHICLE, BUT, CLEARLY I CAN'T. Thanks everyone. I really appreciate it.
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‘03 X5 3.0 ‘01 740iL ‘01 325Ci ‘00 750iL sold ‘95 740i sold ‘99 328i convert ‘95 325i convert ‘95 325iS |
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#12
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__________________
‘03 X5 3.0 ‘01 740iL ‘01 325Ci ‘00 750iL sold ‘95 740i sold ‘99 328i convert ‘95 325i convert ‘95 325iS |
#13
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Lisle 75500 detector from Amazon.
$33.60 For me at least, it is free same day delivery (yes, today). https://www.amazon.com/Lisle-75500-C.../dp/B0007ZDRUI If nothing else, it will save your indy from having to wonder about that. The other easy thing you could try is to replace the expansion tank cap, although I doubt that is your problem. I had a warped head (practically the same as a head gasket) problem (I mentioned all that in your bleeding problems thread). Will continue in separate posts to help manage attention span issues.
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2001 X5 3.0i, 203k miles, AT, owned since 2014 |
#14
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So with my warped head problem, the car drove perfectly. I had just replaced the radiator and radiator hoses. The cap was about a year old. The expansion tank had been replaced by the PO about 28k miles earlier.
But I was finding little leaks, just like you are. I eventually traced it to the expansion tank cap releasing pressure. I then jumped right on the combustion gas leak detector and was done debugging. Yes, it was tough to see how the engine could run perfectly and have such a central flaw, but it did.
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2001 X5 3.0i, 203k miles, AT, owned since 2014 |
#15
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To try to see how a head gasket / warped head / cracked head could cause your symptoms, consider if this is what's happening:
- your auxiliary pump may or may not be failed, and it does not matter at all to this problem. - your bleeding is working fine. As seen on that other thread, there is more than one way to skin this cat, and different methods seem to work well enough. - your coolant level sensor is working fine. Difficult to confirm, since you can't remove the expansion tank cap when the system is hot, and when you remove it when cold, coolant circulates and overflows. You might try to test it with the engine cold, by removing the expansion tank cap and pushing the floating rod down with your finger or pliers or whatever to see if you can make the warning trigger. That should give confidence in a working sensor, but would not confirm lack of a problem there. - your cap is working fine, holding tight up to 2-bar (about 30 psi), then releasing (which it should not need to do unless there is a problem) - when you bought the car, whether the seller knew it or not, he sold it to you with a (possibly very small, maybe worsening) head gasket (or similar) problem, that still persists - your head gasket problem is letting a small amount of combustion gases into the cooling system as you drive. - the gases accumulate, building pressure in your sealed cooling system. When pressure builds to 2-bar while the engine is running, the expansion tank cap releases, letting coolant and gas out, through the underside of the cap, onto the top of the expansion tank. The fan, wind, and gravity take it from there. It lets out whatever it needs to keep the pressure at or below the 2-bar setpoint of the spring inside the cap. This of course will reduce your coolant level, and if enough comes out, you'll get a low coolant level warning. - overnight, any of the pressure buildup in your cooling system from boiled coolant will dissipate since the temperature drops and the vapor condenses. But the increased pressure due to the pressurized combustion gases will remain - that gas will shrink according to the ideal gas law, but it will not condense (eliminating any pressure) like water vapor would. Not holding at the full 2-bar (since condensing vapor will reduce pressure some), but at something above zero, depending on how much of the original pressure increase was due to combustion gases, and how much to the vapor pressure of hot coolant. - when you check in the AM, with a cold system, the hoses will still feel pressurized, and when you release the cap, coolant will gurgle out due to the pressure. That's just a theory. May or may not be true. For your sake, I really hope it is not the case here. But it would fit the facts. Would be easily testable with that Amazon Lisle 75500.
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2001 X5 3.0i, 203k miles, AT, owned since 2014 Last edited by oldskewel; 09-27-2018 at 02:38 PM. |
#16
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I would assume that, if the head were warped, it's probably a $2500 job for someone to fix? I almost paid that much for the vehicle. May just have to get rid of it --- or drive it and keep putting coolant in all the time until it fails? Damn. Will update when I get the tester. Thank you, Jay
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‘03 X5 3.0 ‘01 740iL ‘01 325Ci ‘00 750iL sold ‘95 740i sold ‘99 328i convert ‘95 325i convert ‘95 325iS |
#17
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On the pricing of the rebuild, yes, it might not be worth doing. I did it all myself, using good parts, trying to get good deals, spending a lot of time learning and following the 50skid youtube series. It was educational and enjoyable, and wow the thing is perfect now (until the AT breaks some time in the next 100k miles). My total out of pocket cost from special tools, parts, and machine shop fees was around $800-$1000. Paying someone, I'm sure they would not have done as good a job as I did (e.g., I put TimeSert inserts in the block for the head bolts), and I can hardly see how they could charge only $2500 for it. So if doing it yourself and your time is free and you'll enjoy it, it's worth considering. Otherwise, selling to someone like that may be the best bet. Like I said in one of those other threads on this, having been through my problem, I will never look the same way again at a craigslist ad for a BMW (especially, but other cars too) that report problems with unknown coolant leaks or "needs a new radiator", etc. Having that Lisle tester along for the inspection on any future cars will be nice. And on my 2001, just guessing what happened, records show some significant problem at 158k miles in 2013 (CCV explosion, expansion tank replaced, etc., valve cover, MAF, DISA, transfer case [unrelated]). I bought it 9k miles and 1 year later in 2014. It worked fine for several years until in June while my son was driving it late at night. Not sure if a slightly warped head finally warped enought to blast through a weakened ORIGINAL upper radiator hose (seriously, the dealer did $14k in repairs on that over the preceding 18 months, and left in the original upper radiator hose???), or if the failed hose caused some overheating which caused the warpage to get worse. Either way, it's a known Achilles heel to these otherwise great M54 engines. Also - if you do get to a position of deciding to unload it for next to nothing to someone who would rebuild it, I expect there may be band-aid fixes you might try. I did not look into any of those, but head-gasket-in-a-can ??? , I don't know if some repair involving oversized head bolts that could be done without removing the head (just take off the valve cover, and the head bolts are accessible), or something else. I was wondering about these things while I was wading through the project, which did turn out to be way huger than I had expected.
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2001 X5 3.0i, 203k miles, AT, owned since 2014 |
#18
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I look at repairs compared to a new car payment of $400 per month. If you go 6-1/2 months after the repair, you're money ahead. Plus you have the confidence that the cooling system has been properly serviced and the head assembly refreshed as well. My repair bills so far in 2018 have been about $1800. 2002 X5 3.0 348,600 miles 2014 428i 41,000 miles 2004 325i sold at 123,600 miles 2001 325i sold at 66,000 miles 1970 Firebird under restoration |
#19
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If this one does have a head problem, what's its value as it sits? $1k? jpilk99 will know what the rest of the car is like - suspension needs, AT, paint, wheels/tires, battery, etc. Considering this car was bought for less than $2500 a few months ago, what would be the value of this car after the (estimated) $2500 repair? $4000? What would a similar, but problem-free x5 cost? $3500? If so, that is the comparison to be making, not vs. a car payment on a $15k car. Other factors are the concept of the devil-you-know issues/not with the car you've got vs. trading for a new set of unkowns. But jpilk99 bought it fairly recently, and may not yet know all the problems, etc. I've given guesses of answers to these questions. These are the questions that should be considered in making a rational financial decision here. Comparison to buying a $15k replacement is not an apples-to-apples comparison. That's like deciding to buy a new Cayenne Turbo S because it costs less than a Bugatti. Having been through this all on my x5, I thought long and hard (including throughout the process) about how much sense it made to repair a car where the value of the repair was comparable to the value of the car itself after being repaired. It really does feel good to know how well it runs now, since I did it myself. Not sure if I'd feel so good if I had paid someone else to do it. In the latter case, I'd think of it more rationally financially, and would probably not be so happy. Another factor in my decision was in knowing all the repairs (suspension, doors, etc.) I had been through and knowing how good shape it was in other than this single new problem. Surely if selling it, I would not have recouped that value I put into it. The other consideration if doing the repair is the risk. Really, I was thinking of this quite a bit during the repair. Like, what if I get all done after all the $$ and effort and time ... and it has the same problem or a different problem and I then realize I made a mistake along the way. That would suck from about 5 different ways. Decisions all the way through the process on what risk vs. cost decisions to make - TimeSert, remove block, grind valves, valve guides, valve stem seals, replace fuel injectors, replace oil pan gasket, oil pump, chain guides, BMW vs. OEM parts, etc.
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2001 X5 3.0i, 203k miles, AT, owned since 2014 |
#20
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With the no rust situation we have in Texas, vehicles last a long time here with proper lubricants and maintenance. When the valve cover was replaced on the X5 at 325,000 miles, the technician could detect no wear on the timing chain or cam lobes. 2002 X5 348,600 miles 2014 428i 41,400 miles 2004 325i sold at 123,600 miles (This was traded in on the 428 and the dealer sold it for $7995 because it was in such good condition) 2001 325i sold at 66,000 miles 1970 Firebird Under restoration |
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