Thanks for the link. I have thought that might be a cause for the scr issues. Still think a scr failure that quickly is pretty drastic. Especially with no real noticeable performance issues.

With the above link to rheigngold, are we able to perform the scr calibration test? I'm consisting buying the scr online and installing it myself, but would need to recalibrate right?

That's the real mind blower, right there. How is there not an SES light for failure to reach temperature? It's a standard P code in all OBD2 systems because it directly affect emissions and other parameters.

When I bought my e46 back in 2011, the very first time I took it up to interstate speed I noticed the coolant temp gauge take a dip. Not 30s later the SES light came on and the code pointed to engine temperature.

Calibration test (not a test, really) is performed on NoX sensors, whether one or both are replaced. In short, approximately this is done: 1. Turn off urea injection. 2. Let gasses run through both sensors for a while, so both sensors get same values (no reduction is done since urea is off). 3. Turn injection back on, verify values are different now. Done.
I have replaced upstream NoX sensors a couple months ago and did this calibration in Rheingold (dealer wanted $280 for this).

You have to understand something about the way diagnostic is done by the dealer. They are using Rheingold. In my limited usage of it, I have seen some test plans that do not automatically determine pass failure. They merely output values and let the technician determine the cause. Basically, a set of manual instructions and automated ECU function calls.

For example, test plan for rear Nox is approximately instructts to do this (recalling from memory):
1. Check sensor wires
2. Check sensor appearance by taking it out (check for soot, damage)
3. Run engine
4. Execute ECU functions to watch NOx ppm values
5. Then, get this, the program asks the user: what was the determined root cause? Bad wire, damaged sensor, no fault, etc. Based on answer, it would print a very official-looking document. That fools the customer into thinking this is a correct diagnosis, because, you know, there is the printed diagnostic text.

Thanks for the expiration. Dealer is certain cat is bad. Explained possible reason being the fuel from the injector going bad causing it to fail sooner. Still not convinced it is bad. Asked for a estimate to cut bait with the vehicle, wasn't even close to what I was hoping for. Looks like I need to get it fixed, get rheingold and learn to work on it myself. At least I'll have a warranty for the parts this time. I'll also keep the old parts so I can adequately test myself once I'm familiar with the software.

The instructions linked above didn't explain where to go. I haven't searched the forum since I'm traveling, but I'm sure the information is somewhere. Thanks for the help. I'm sure I'll have more questions about it down the road. It's nice to know there are a bunch of guys out there doing work on these vehicles to keep costs down. I think I'll enjoy it once these problems are fixed.

For Rheingold installation, instructions here worked for me.

I could not find a user named reclaimer.

The user is on bimmerfest, the forum in my link. Register and send PM.

Got my x5 back yesterday after dealer put in new SCR and rear Nox sensor. Drove it 10 miles and CEL came back on. I crossed my fingers for the active tank so it would all be covered under warranty... unfortunately it was not. Dealer scanned it for free and reported an EGR vacuum code and injector 6 activation. They offered to fix it... but I drove it home. On the way, I watched the engine temp and at 60 mph it sat at 68 C.

So, from the temp being 20 C lower than it is supposed to, I'm assuming that could be why the SCR was ruined so quickly. Amazing that this egregious value wasn't detected while being worked on. Planning to purchase Thermostat 11517805811 from ECS for 60 dollars. I've read conflicting information regarding a thermostat for the EGR. More on the EGR in a minute.

Today I got ISTA+ to work! So excited. Literally poured over the search function at Bimmerfest until I found why my connection to the car wasn't working. Once it was connected, it didn't even finish going through all the modules before my low battery dinged. Is this normal? Could a bad battery cause a bunch of alarms? The alarms which were stored are as follows:

478E DDE: Low-pressure exhaust-gas recirculation valve, plausibility
47C4 DDE: Low-pressure exhaust-gas recirculation controller, position control
47C9 DDE: Low-pressure exhaust-gas recirculation controller, position control
4BD9 DDE: Injector, cylinder 6, activation
4F6F High irregular rotation
6F8C Message (footwell module, 0x1E1) missing, receiver DSC, transmitter footwell module
9D00 FZD: Emergency-power siren: communication fault

If these forums didn't exist, I would have already sold this vehicle and lost thousands to avoid losing thousands more. Thanks to everyone that has ever posted in the forums, and those that will help me even more.

These codes may have been left after/during repairs. Check mileage for each code against current mileage.

I would delete them all.

Note: Do not delete them all at once. Instead, delete each code by calling ECU function of each module.

Deleting them all at once has been documented to overwhelm the FRM module, bricking it essentially. There's a warranty extension on the module now (120K) but it is a good habit to have deleting each code from it's component ECU function.

Can you explain how to do that? Is it normal for the battery to die that quickly? Could a stink battery throw these alarms? The truck did go into limp mode, so I'll guessing something is up.