The new F30 3 Series has elicited quite a few question from BF readers since it was introduced about a month ago. And more than a few have been questioning the car’s use of electronics to change the driving behavior and performance. Will it actually change the “feel”? That we won’t know until we drive the car later this month. But the other end of the spectrum – EOC Pro mode – we can tell you about. Here’s Robert with the question:

I am curious about the new “eco pro” setting on the F30. BMW claims a potential improvement of 20% fuel consumption. Will this be over and above the stated US EPA mileage? in other words, will the stated EPA mpg numbers take into consideration the eco pro mode or can we expect even better mpg on top of these numbers if we utilize the setting? Thanks.

Good question Robert. The EPA will use the comfort (standard) setting for testing so ECO-Pro will actually be additional. It’s something that BMW will surely challenge but at this point that’s the plan. Obviously with the N20 four cylinder under the hood, the 328i will see around a 20% increase in efficiency over the six cylinder E90 328i. Now add another 20% on top of that and you have yourself a very sizable difference in efficiency as compared to the outgoing 2011 model 328i.

I have ECO-Pro on my F20 5-door 1 Series and it works as advertised. Basically it reduces ancillary draw; heated seats, mirrors, defrosters, and blowers. The accelerator pedal is also less direct, meaning you’ll need more pedal to accelerate at the same rate as in comfort mode. Gear shifts are also made sooner with the 8 speed automatic.

As is customary these days, numbers with the manual will be slightly less impressive since the electronics cannot control shift points.

Personally I’ve been averaging about 1.9 mpg improvement with Eco-Pro, but I honestly haven’t put full effort into it.

We’ve covered ConnectedDrive extensively on BF and even spoken with the engineers behind it all. But we haven’t heard from readers and owners about their day to day use of the product. While we expect most have had good experiences thus far, we have heard of a few less than stellar stories when it comes to dealerships having a full command of the functionality of the system. This latest comes from Greg and is a good example of some of the issues we’re seeing.

I recently traded in my 2008 135i for a 2011 328i xDrive and I ordered it with the BMW Apps package and have the Connected Drive app on my iPhone. Problem is, it seems that I know far more about what the App and CD can do than anyone at the Chicago dealership and a majority of the functionality is not working. Having emails or texts read to me. Bluetooth iPod play. All “office functions” and probably an issue or two more if I thought about it. My dealer simply said to schedule a loaner and they’ll figure it out, the sales men told me that’s how they guys learn the new stuff. However I really don’t want my car to be the designated guinea pig.

So my question is two fold:

1. Have all the functions “as advertised” on the BMWUSA web site fully functional today, or are some not ready yet and will be coming in software updates?

2. If indeed everything, or even most of it is FULLY FUNCTIONAL, any idea who to call to assist? Even when I contacted BMW corporate, they simply told me to go to different BMW dealers until I found one that knew what they were doing.

This is rather disturbing on a $47,000+ car and I am especially surprised at the response I received from BMW Corporate to be perfectly honest.

While BMW’s ConnectedDrive site certainly can help it’s not quite the personal help that Greg probably needs. So let’s go through line by line and talk about the issues:

1. Emails and texts read to me

Based on what we’ve heard this is something only support by Blackberry phones at this time

1. Bluetooth iPod play

Bluetooth audio streaming should work but it’s something you have to set on your iPhone as well (similar to Airplay)

1. Office functionality

Blackberry is the only platform that currently has APIs for office connectivity that BMW supports.

Hope that helps! And as always if you the reader have better answers let us know in the comment section below.

DSC is ON by default, there is no need to press any buttons on start up. DSC uses a series of sensors to detect wheel spin, yaw rate of the car and other properties. Using sensors and other electronics it can apply the brakes as needed, cut engine power and with Active Steering it can make small steering corrections to better keep the car under control. In layman terms, all the nannies are on by default and help to keep the car from spinning out. When DSC is intervening a caution light will flash in the instrument cluster.

In some models, DTC (Dynamic Traction control) is a sub-function of DSC. It is activated by briefly pressing the DTC button. A light will light up in instrument cluster indicating this function has been activated. DTC will allow the wheels to spin, increases the angle at which the system will begin to apply the brakes (eliminates the yaw rate sensors) and does NOT cut the engine power. This system function is designed to allow the driver to spin the wheels in order to get through snow, ice and other conditions where wheel spin is required. While certain sensors are deactivated others still remain active. This function also provides a more sporty driving experience in dry conditions while at the same time being a limited security blanket. Having some track time messing with this system, DTC will still cut in and apply braking so you can’t get the back end out all that much but it still allows you full power to motor through. Like DSC a blinking caution light indicates the system is intervening.

DSC/DTC can be turned OFF by holding the DTC button for 3 seconds. The caution indicator light (as Shown above) will remain lit in the instrument cluster, the nannies are now off and you are on your own so stay within your abilities!

A function of the DSC system that does remain active even when everything is OFF is the e-Diff. 1 series cars and those 3ers produced after March 2008 include this. With the launch of the latest generation 7 Series and 5 Series, xDrive equipped vehicles also now features this and the ability to vector drive power to the outside wheel through use of braking force. The e-Diff essentially mimics the concept of a limited slip differential (LSD). It accomplishes this by applying braking to the spinning wheel and thus transferring more power to the wheel with better traction. It will allow you to leave strips if you are so inclined. This feature is also active in DTC mode.

While DSC and its companions provide you with an extra level of safety it is important to remember that no electronics, no matter how sophisticated, can over come the laws of physics and driver ability. In other words, drive safe and within your ability and exercise caution in less than ideal road conditions.

We were recently asked to comment on a 2009 common position statement (PDF) from the Diesel Fuel Injection Equipment Manufacturers targeting US diesel fuel standards. The manufacturers included are: BOSCH, CONTINENTAL, DELPHI, DENSO and STANADYNE. They all produce fuel injection systems for cars used in the US. BOSCH is of course the most notable for us BMW enthusiasts.

The paper discusses the use of bio-diesel, Ultra Low Sulfur Diesel in the US and other fuels throughout the world with diesel fuel injection systems.

The alarming piece of information that came out of this paper is that the lubricity of ULSD does not meet these manufacturers’ minimum requirements. So is the US fuel not up to par and did BMW over look this?

Lubricity is determined by a standardized procedure using a High Frequency Reciprocating Rig test. This test method measures the ability of a fluid to affect friction between, and wear to surfaces in relative motion under load. A ball bearing is rubbed on a metal plate and the scar is then measured.

In ULSD further hydroprocessing removes sulfur and significant amounts of polar and aromatic compounds that give conventional diesel fuel adequate lubricating capability. Low lubricity in diesel fuel can cause engine problems unless treated with additives.

The joint statement notes that their standard for lubricity of fuel is 460 microns (HFRR). The US maximum standard is 520 microns of lubricity for ULSD. Thus there is a possibility that the US ULSD would not be within the range recommended by the manufacturers. The paper notes that the use of additives without known negative side effects are recommended to meet these lubricity requirements but that any problems with the engine caused by
the use of an additive is the responsibility of the additive
manufacturer (Would this be an easy issue to prove?). They go onto say: “Refer to the vehicle manufacturers Limitation of Use documentation”; (Owner’s manual).

This posed the question: “What do I do?” to some diesel owner’s as this paper recommends one thing and the BMW owner’s manual says another.

This paper in the end defers to the vehicle manufacturer, BMW and so did we. We asked Dave Buchko, Advanced Powertrain guru at BMWNA corporate communication for an answer to this question.

“BMW, as the vehicle manufacturer, is responsible for certification, compliance, durability, and performance. We must certify the vehicle for at least 10 years and 120,000 miles. The fuel used for
diesel certification is EPA-regulated Tier 2 fuel and must meet certain minimum requirements. If there was a need for an additive, it would have shown itself during that process. Introduction of
additives (except our recommended diesel exhaust fluid) may cause problems with our catalysts, etc. and cause in-use problems.

We’ve been watching US fuel quality very closely for some time. In fact, we worked with fuel companies on the establishment of the top-tier fuel standard. Our monitoring of fuel quality has influenced many decisions, including the decision to bring clean diesel technology to the US.”

BMW does some of the most severe testing by a vehicle manufacturer. While to some consumers it sometimes does not appear that way, in this case they have done their due diligence and have extensive testing to support their recommendation of ULSD and not using additives.

With the complex emissions systems in these BMW Advanced Diesels there is no way of knowing how additives will effect them as they have not been tested by BMW or the additive manufacturer. These are not the diesels of the past using mechanical injection which some of these additives are designed for.

In the end the consumer has the final say but we highly recommend following BMWs recommendations on this one and just filling the tank with ULSD.

Currently I have an E30 and a R56 and both BimmerFile and MotoringFile are taylor made for me. Now my question. The other night I watched a show about the worlds largest car transport ship named the Faust out of Sweden. They were shipping both MINI’s and BMW’s (among others) from England to the US. I noticed on the BMW’s that each car had what appeared to be a coating of sorts which was evenly applied and which caused each cars paint to have a dull and flat appearence. I don’t think it was dirt or gime and it did not seem to be visible on the MINI’s, Jag’s or Rolls Royces. If you know; is this some type of protective coating applied to the cars for shipping? I’m more curious then anything, Thanks Gabe for both sites,

Thanks for the kind words. The material you are talking about is called Cosmoline. It is a thick waxy substance BMW coats the vehicles in for shipment. It is removed by a hot water wash at the US port, separated and then recycled. BMW’s X5 and X6 vehicles wear protective cloth bags that are reused. On newer cars you can sometimes see during the hot summer wax like drips coming out of the door seams.

Mine is above. I’m guessing it may be Michael’s as well. But what about yours? What do you day-dream about more than any other current BMW model?

We have some good news for all of you that fit the criteria BMWNA laid out in their official statement. The software is out and obtainable, though some dealers may need an arm twist.

Our original post here help spread the word initially. This follow up should answer the questions in regards to obtaining the update and what it entails.

The original BMWNA statement read the following:

“In an effort to address specific noise concerns, BMW updated the turbocharged engine software on 335i/xi and 535i/xi models built from June 2006 through March 2008. The updated software causes a small amount of increased “turbocharger lag” under certain circumstances and, while not substantial, the lag may be perceptible to the most sensitive BMW drivers. X6, 135i, and 3 Series/5 Series vehicles from March 2008 production onward are not affected. Release of the new software to restore the original turbocharger response is planned for January 2009, and it will be available for vehicles produced from September 2007 through March 2008 when they are brought to an authorized BMW center for a repair which requires a programming update. Clients with vehicles produced from June 2006 through September 2007 may request installation of the January 2009 software update. Clients who get this update should understand that there is a possibility of slightly increased engine noise levels under certain circumstances.”

If your car fits within the required range you are entitled to the update. You can simply request it at the dealer but if your dealer is not cooperating give a call to BMW Customer Relations and they will get the ball rolling for you. You may be required to sign a waiver stating that wastegate noise will be present and that the car will not be updated or changed to eliminate this noise etc. and so forth.

A source provided us with the Technical Service Bulletin which provides the technicians and Service Advisors with the information on what software to update here

Since the recent record breaking cold-snap in much of Northern America (and even some parts of Europe) we’ve heard all sorts of MINI/BMW owners experiences with their cars. While the vast majority of them have been quite positive we wanted to reach out to those who have had some issues with the extreme cold. At temperatures as low as -30F we expect some issues, so lets hear about them. What have you experienced with this kind of cold? And if you haven’t had issues let us know that as well.