Strange Code Combo
 

Looking for some insight into what I've got going on here, I have a Service Engine Soon light that comes on seemingly at random on longer drives. I have scan results from PAsoft/BMWScanner1.4
Car is a 3.0
I have put the codes that are suspect in bold (since as far as I know the trimming/exhaust temp happen every time I scan the car after a drive for years now). I also may not understand exactly how PA soft communicates which codes are current, so my issue may be as simple as the EC/F2 code that is present above the shadow codes line.

I don't even know where to start with this as the codes all seem unrelated and none of them had ever shown up before I had the service engine soon light on.
I figured I would see if someone else had a similar combo of codes and how they managed to fix it
Car runs fine even while the engine light is on, so I don't even know if there's a fault at all.

Also in regards to the oil pressure code, wouldn't that trigger the oil light on the dash? Seems strange that it only shows up in the IKE codes

Any help would be great as I'd rather not keep clearing the code and inadvertently end up with some kind of catastrophic failure as a result

I have the Bentley manual for the E53 and the diagnostic codes in the back of the book don't align with any of the codes that are present.

Finally, I used a generic scan tool and it gave me an error that was completely unrelated (but I cant remember what it was)
================================================== =================
First Time:
DME -> EC/F2 - Trimming, oxygen sensor before catalyst, bank 2, too great in rich range
Shadow-memory:
EC/F2 - Trimming, oxygen sensor before catalyst, bank 2, too great in rich range
5A/12 - Exhaust temperature before catalyst, bank 1, signal line, short circuit to negative
5B/12 - Exhaust temperature before catalyst, bank 2, signal line, short circuit to negative
5D/12 - Exhaust temperature after catalyst, bank 2, signal line, short circuit to negative
3F/14 - Control unit self-test 3
3E/12 - Solenoid valve, secondary air, short circuit to negative or open circuit
7D/01 - Electric fan, fault


IKE -> 11/44 - Acoustic transmitter disconnected (gong tone 1/2/3)
44/88 - Oil-pressure sensor
================================================== =================
Second Time:
DME -> EC/B2 - Trimming, oxygen sensor before catalyst, bank 2, too great in rich range
Shadow-memory:
EC/B2 - Trimming, oxygen sensor before catalyst, bank 2, too great in rich range
5A/12 - Exhaust temperature before catalyst, bank 1, signal line, short circuit to negative
5B/12 - Exhaust temperature before catalyst, bank 2, signal line, short circuit to negative
5D/12 - Exhaust temperature after catalyst, bank 2, signal line, short circuit to negative
3F/14 - Control unit self-test 3
53/14 - Crankshaft sensor, no signal
3E/12 - Solenoid valve, secondary air, short circuit to negative or open circuit
7D/01 - Electric fan, fault

IKE -> 11/44 - Acoustic transmitter disconnected (gong tone 1/2/3)
44/88 - Oil-pressure sensor
================================================== =================
Third Time:
DME -> EC/B2 - Trimming, oxygen sensor before catalyst, bank 2, too great in rich range
Shadow-memory:
EC/B2 - Trimming, oxygen sensor before catalyst, bank 2, too great in rich range
5A/12 - Exhaust temperature before catalyst, bank 1, signal line, short circuit to negative
5B/12 - Exhaust temperature before catalyst, bank 2, signal line, short circuit to negative
5D/12 - Exhaust temperature after catalyst, bank 2, signal line, short circuit to negative
3F/14 - Control unit self-test 3
53/14 - Crankshaft sensor, no signal
3E/12 - Solenoid valve, secondary air, short circuit to negative or open circuit
7D/01 - Electric fan, fault

IKE -> 11/44 - Acoustic transmitter disconnected (gong tone 1/2/3)
44/88 - Oil-pressure sensor

Are you clearing the codes in between? You can ignore the shadow codes to start with especially if you have been doing work on the car. The bank 2 mixture code might be the only real one. For that it would be good to clear the codes AND mixture adaptations and see how long it takes to come back

Yes I clear the codes between the three occurrences, and how would I clear the mixture adaptations?


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Yes. I believe it is the Bank 2 rich codes that is triggering the CEL.

While it says "Rich" i am guessing what is happening is that you have a vacuum leak adding too much air ad the DME is adding too much fuel to compensate, triggering rich code and CEL.

I would start with a visual inspection of the rubber intake boot(s) and see if there are any cracks in it, particularly in the accordion section...If not obvious vacuum leaks, then have a smoke test done.

It’s not a bad idea to run active tests on the alternator output and battery any time you get an odd assortment of codes. On several occurrences on three different models as my battery was aging out or alternator needed rebuilding I got a code salad first.

If you mean like the accordion for the ram-air intake thing that goes into the air box, then yeah, it’s crumbling apart, to see if it solves it I may throw some duct tape or something on it for the time being to sort it out


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I will look into that, alternator is 6 months old, and battery is a year, so I hope neither is the problem but who knows


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No.

I mean the RUBBER intake boot that runs between the air box (with filter) to the engine...it often has a crack in the accordion section.

a rich mixture means that the mixture is too rich.
which can be caused by

Programming Version Defective
Stuck Open Thermostat
Air Flow Sensor
O2 Sensor
Leaking Fuel Injector
Clogged Air Filter

Based on the shadow codes, it looks like the software may be a problem.

The oil pressure switch is not related to your service engine soon, however
The oil pressure switch fault is most likely caused by a break in the wiring to the switch, or the switch itself.

If the oil pressure light flickers at idle, some mechanics disconnect the switch.
What they dont know if there is a PuMA measures to replace the switch with a Motorrad oil pressure switch, increase the idle speed and use 5w-40 or 0w-40 oil as a "solution"