TACHOMANIPULATION beim M5 + ALPINA B3 Lagerschaden + BMW E91 Motorschaden + E46 M3 Motorrevision
Hermann: And you can see what has already happened here. Do you see it? Such strange impacts everywhere. To me it actually looks like corrosion. Kushi: The car was running. I also took the car for a test drive to see if everything was OK. From the chassis and stuff. Hermann: And what surprises me a bit is that when you press it here, it says 62,545 km.
That looks really bad. And the same goes for the seats. So the car has everything but not 62,000 km. And what we could actually do: We'll check the service history of the car, if it is somehow stored at BMW. I think he was simply tricked. Marco: Last known mileage: 212,000. [Laughter]
Hermann: What did I say? Do you know what the speedometer says? So, welcome to a new video with me, with Kushi, with Mirko, with David, Martin. So today again a very colorful mix. We have an S62 in the E39 M5. We have an S54 in the E46 M3. We have an ALPINA. This is a 1,000 piece puzzle. Then Kushi has a 306D5 again in the E91 Facelift, where things got very strange. And what else do we have? You see, the X5 right here, construction site, is still there. We are currently waiting for the turbocharger. Catastrophe. Yes, well. I would say we get
started straight away. Oh, I forgot Maik. Of course the video is also with Maik. Wave. Yes, well. I would say we start straight away here and then we go from here with David to his ALPINA. And then we'll tell you a little bit about it. How the car was delivered. Again, a great catastrophe. And there is news about the two "dead" cars. I mean, you discussed this. There was a very lively discussion and there was some news and we'll talk about that in a moment. So, let's start straight away with Martin.
We have an E39 M5. You know it, 4.9 liters. I always say 5 liters V8. The car has been running how much? 250, 260? Martin: 250,000 km. Hermann: 250. And what kind of problem did he have? I think the plastic covering on the v-rail has come off. Martin: Exactly. And it had grooves in all cylinders. Hermann: In all cylinders. That means we have to use oversized pistons here again. Martin: Exactly.
Hermann: Well, of course it's very expensive afterwards for an engine like that. It is about 12,000 €. The normal revision. And if you need oversized pistons, they come on top. Then it had: clutch momentum. Is it left or new? Martin: No, new. Hermann: New clutch momentum. Martin: Exactly. Hermann: And then just a lot of details. Then it's about engine mounts. Then it's about here and there...
Just small stuff. Because it's from 2001 and similar to ours, 22 years old. And you just have a lot around it. The funny thing of the story is: Martin works on the engine for the first time. What do you say? Martin: Yeah, it's fun. Hermann: Why is it fun? Martin: Yes, because everything is structured so simply. Hermann: What does “structured so simply” mean? Martin: Yes, easy. All the attachments. Okay, to set the timings is a little hard.
Hermann: I've never seen you run to the computer as often as you did for this engine. Martin: Yes, but the add-on parts, the wiring harness - just awesome. Hermann: Yes, well, it’s “old” too. Martin: Yes, exactly, that's the thing. Don't you feel like the engine is very solidly built? Martin: Yes, definitely! Hermann: That's why I've said in a few videos that the S62 is actually my favorite M engine. Because the characteristics are cool. The sound is good. You'll have a lot of torque when the VANOS is working. And that's why I'm just a huge fan of it. And
I mean, you said it a little bit yourself, we've discussed it a number of times. You just have a lot of small stuff. You have a lot of o-rings. You have a lot of seals. You have to think about so many details. But once you've put it together, it's fine! Yes? I mean, I myself once did it two or three years ago when we had it already set up in the warehouse. Then we needed it and I built it myself. It works. Martin: Yes.
Hermann: I don't have two left hands either, but I don't screw either. But it works. Here and there you just have to look where the lines or cables come from so that you don't mess them up afterwards. But once you get the hang of it, the second one becomes much easier. Martin: Exactly. Hermann: That's why we did it. Because otherwise only Mirko works on the S62 engines for us. But we
currently have a lot of E39 M5s. I think we've had three of ours in the workshop in the last week and we still have two outside. David: And mine. Hermann: And yours, too? David: Mine, too. [Laughing] Hermann: Ultimately: It's coming to an end now. You wanted to clean the axle a bit. I have forgotten the pressure washer. Martin: Yes, I'll do it that way. Hermann: Is that what you do? Martin: Yes.
Hermann: Okay. And then the engine will be built in. The differential will arrive tomorrow. Because a diff overhaul was also included and then in the end it will be a well-rounded affair. The schedule is actually, if the diff arrives tomorrow, that the car will be ready by the end of the day tomorrow. I think that's realistic. But you see, that's not an N57, right? This isn't an N55 either.
If things go well with the N55 and we don't need to have a lot of additional material, you'll be finished in 3 1/2 days. Martin: Yes. Hermann: When things go really well. And you see, this takes much, much, much longer. Well, that was the first time, too. Martin: Yes. So that's it very briefly about the E39 M5. I would actually like to go over to the ALPINA with you.
Look, David is already looking suspicious. David: I just heard ALPINA and I was like: Uh oh, here we go! Hermann: So we got the car three or four months ago. The car came without an engine. They somehow locked the front axle so that the wheels wouldn't steer. Because, I think, they didn't secure the steering spindle. David: No, that was quite interesting. They made a square metal, yes, what should I call it? Hermann: Made a rigid axle. David: Yes, you could steer, but only with the wheel itself, right?
So you had to push and then keep pushing around. Hermann: Be careful with your head! David: Yes, but it worked. Hermann: But it is still completely ripped apart. This is a good example of how something like this can arrive in pieces. You see, they labeled everything. This is also a car from a Dutch dealer. And finally: A bearing damage. Correct or not correct? David: Yes. Hermann: The old crankshaft is still here. David: The first connecting rod and the main bearings have already started. Hermann: Yes, yes.
David: All a little bit. Hermann: Can't it be that the main bearing broke first and then this one? David: That could be the case, too. But the main bearing hasn't moved along yet. Hermann: Yes, but we already had two ALPINAs with this N55 engine. I mean, it's called something different at ALPINA. I think it's called somehow... David: K30A, not B, but A. Hermann: No, it says N55R20A. David: R20 Anton. Hermann: But it's based on the N55.
In spite of all. What they just do with the 55... They basically mill out the water channel here because of the turbos... Basically it's an N55 with two N54 chargers. You can imagine this quite abstractly. David: Yes, yes, that's fine. Hermann: Of course it's not everything from the AG, but basically it's a 55 engine with a 54 turbocharger. So that you can at least understand a little bit what ALPINA is doing. We've already rebuilt the engine, but what I just wanted to talk about is the main bearing. We already had two of these ALPINAs. This is an
F31 base. And we've already had two cars where the first main bearing broke. That's why it was my guess as to whether chips from the first main bearing might get into the connecting rod and then the connecting rod damage would essentially be a secondary damage. David: That's entirely possible.
Hermann: Can you please get the order for a moment or do you know off the top of your head how much it ran? Don't say it yet! David: I have to check again. Hermann: Take a look. Because the other two ALPINAs we had with the damage had just over 100,000 km. Now let's see if it's similar here. David: Right. We couldn't make an error memory printout. That was all built out. There was no
control unit, nothing left in it. But I turned it on briefly. He had 250, I think. Hermann: 250? OK. David: Nah, 150? 250 is a bit much. Hermann: Yes, what now? David: That would have to be 150. 150 - 170. Hermann: Show how much it really is. You see, everything here was torn apart. We got a large plastic box in the back. I think they delivered it themselves and brought us a huge box with
everything in it. David: Everything. Everything, really everything. Hermann: Everything mixed up. Basically, it was a half-butchered car. We have already rebuilt the engine. On... It's Wednesday today. On Monday or was it already finished on Friday? David: It was finished on Monday. Hermann: It was finished on Monday because David now has two other construction sites at the same time. We have an X1 right here with an N20 engine and the customer called us... So we didn't make the engine beforehand. He only got in touch because he had a question. The
car uses too much oil and smokes white out the back. And that's always the problem with the N20: The turbochargers leak on the exhaust side. That was my assumption, too. Then I told him: "Come over, we still have new turbochargers here. We'll install them." And then we did the math.
BMW specifies 6 hours. What do you say about 6 hours? David: That's a bit understated. I would have gotten there in 6 hours if I had removed the engine and axle directly. Then it probably would have worked yesterday. But it is very narrow. Hermann: Yes, precisely. Because you simply have an xDrive. If you had a 5 or 3 Series with the N20 engine, you would have removed it in 1 1/2 - 2 hours, installed it and then it would have been done.
But I also just see that the customer is already driving up. No notification has been received yet. That's sometimes the anecdote. Especially when people are waiting. Yesterday I said, because I
promised that we would get in touch before the end of the day, I said to Marco Janzen: "Hey, please give the customer feedback," because I always want to be binding, and then I said, but he should wait until we'll give him the final go tomorrow. Because we want to do an oil change now. We should change the spark plugs and then we'll go on a test drive. OK. That's it very briefly about the N55K20? David: No, R. I think K20 was the one with the N54 base from the pre-facelift from the E Series.
Hermann: For us it is an N55. Sure, it's a little different from the inside and you can also see: A normal N55 doesn't have the forged crankshaft. This is the forged shaft. This is the same shaft as in the M2 with the N55 engine. David: Exactly. Hermann: These are also the most stable crankshafts you can use for this. David: Yeah.
It's even better than the standard shaft and that's why the M2 has it and ALPINA has it. What do we do then? What else did you have here? They delivered turbochargers. These are overhauled turbos again. David: Exactly. Hermann: I hope it doesn't cause any headaches. David: Yes, extra work of course, so extra effort due to all the sorting, gathering things, looking at screws. Sure, it could have been worse. They labeled everything. That could have been a lot worse!
But in itself it wasn't much. I would have also written down the spark plug. A few little things. Sure, oil pump, suction strainer, VANOS solenoid valves, hydraulic valve. Anything like that. This is what happened. I had to order differential oil because... Hermann: It was probably leaking. David: Yes, it was empty. Yes, sure. Due to the bearing damage here. Hermann: The oil cooler is still new. David: Exactly, oil cooler. Oil level sensor and a few little things.
Hermann: I'm going to ask a really stupid question. ALPINA has different spark plugs than the standard, right? David: Yes, that's right. But Marco ordered them. Hermann: Did you order the right ones? Okay good. You see, you always have to think a bit. David: Yes, for ALPINA he always looks in the other catalog at the same time and compares the numbers. Hermann: But you also have to say that the ALPINA guys, especially when it comes to supplying spare parts... And the contact with them is always great, too.
David: Yes. Hermann: They also have a nice parts catalog and it somehow works perfectly with them. So you really have to say that. Yes, of course, servomotor, valvetronic... David: Yes, that's right. It was broken. Hermann: We also made the eccentric shaft. David: An articulated disc. The articulated disk on the gearbox itself. Hermann: Okay. And not much else. The classic
coolant hose that goes into the front of the head here. Hermann: Yes, they simply rot because it is a plastic insert. David: Yes, you can see that. They're actually always cracked. We actually almost always do that. There's nothing else here. Hermann: ALPINA ready. Then, while we're in this corner, let's go to Kushi! But he can't talk so well today because he's a little unwell. So! Kushi: Hello! Hermann: We had this problem: You have a 306D5, i.e. M57N2.
286 hp. Diesel. Actually a really cool one... Kushi: Yes, it runs on software. Hermann: It runs on software 100 percent. That's exactly what I wanted to talk about. Because, you have a cracked head. You have partially burnt pistons and what damage do you have? Bearings? Just come with me. Kushi: No, it wasn't damaged.
It was here because it built up pressure in the cooling system. Hermann: Yes, pressure in the cooling system is a classic issue with the 35d. Because you can see right here... Kushi: No, it didn't have a crack in it. Hermann: Yes, it has cracks everywhere. Those aren't any bad cracks up front here. Do you see? This goes from the glow plug to the valve seat. It's not that wild. Kushi: There's been some fiddling around here, too. Hermann: Yeah, there's a weird stud in here and it's crooked too, right? Kushi: Yes.
Just come from this side, that's totally funny. Kushi: It's totally wrong. Hermann: Do you see how it's falling apart? Jerome: Hehe. So these are the old pistons and you can see what has already happened here, right? So it just doesn't look nice at all. Here just the edge of the hollow. Well, that's... I don't know. Normally it burns out in such a shapeless way, but you really have that on some pistons...
You see here? Such strange impacts everywhere. Jerome: Where are the impacts coming from? Hermann: I can tell you that. To me it actually looks like corrosion. As if there had been water in it. Oh, main bearing failure. And connecting rods, too? Kushi: It just started. Hermann: It just started? Kushi: It just started. The car was running. I also took the car for a test drive to see if everything was OK. From the chassis and stuff.
Hermann: Yes, good. It has to be said that we also do the test drives when the cars are running so that we can know beforehand if there are any inconsistencies or defects. Then you can tell the customer if, for example, the ABS is broken or the brakes are worn out, or who knows what. So that you don't start driving afterwards, something rumbles or you have no idea what or some cornering light doesn't work. Then they always say afterwards: "Yeah, yeah, the car was at your place! Cornering lights, no. You can do that now." That's why we like to do the test drives while the cars are still running,
so that we know beforehand what are we dealing with here? But we really learned from that. And ultimately it's a result of a few experiences we've had. Because if you get intact or running cars and you don't check them thoroughly beforehand, then you sometimes run into the risk of having a discussion with the customer afterwards because of some lights that are on. Or maybe a broken cable in the tailgate or who knows what. There were some of the funniest... actually the meanest things from customers.
They then say: “Yeah, yeah, everything worked before.” That's why we're checking. Was the crankshaft broken? Kushi: No. I checked it. It's tip-top. Hermann: Does that mean you have them clamped on the lathe? Kushi: We clamped them on the lathe. Hermann: Okay. Here you can see it a bit. It's not wild. Kushi: No, it's not wild, but it's just aluminum. This is nothing like a bearing damage, i.e. a bearing shell. Hermann: But I wouldn't say that. Kushi: There's a big fat chip in there somewhere, too.
Hermann: That's not so wild now. But you can see what's new here. The piston rings are here. Then the oil pan is leaking. Kushi: Yes, they've already drilled them here and not well either. This is now a drain plug from VW and it's still floating around in there. So it was completely wet. Hermann: Yes. Then you see, the charge air hose is broken, here is the spring.
Kushi: This is a selfmade hose. They built something underneath it. Hermann: Oh, that’s right. You can see it here on the screw clamp. Kushi: The intercooler was leaking. It has run 334,000 km. There's a bit of something that comes with it. Hermann: Yes, that’s right. What about the particle filter? Kushi: The particle filter is an accessory filter. That's okay. There was nothing stored in the error memory. Nothing.
Hermann: Yes, but please note this on the invoice later: Accessory filter. Because accessory filters always tend to close early. Therefore: Accessory filter. I have already briefly explained your construction site. The turbo is supposed to come on Friday. I just received some information. Then we'll finally move on. And I don't know how long this car has been on stage now.
But I hope it comes... Kushi: 2 months for sure. Jerome: Yes, easy. Hermann: Yes. Come on. I would say we'll go to Mirko now. Because Mirko is on the E46 M3. The constellation is quite interesting. We have one... Come on, let's go to Mirko because he wants to keep banging here. There he is! Say "hello". Sergej: Good morning! Hermann: This is Sergej, this is Martin's dad.
Jerome: We already know him from water skiing. He was in there for a short time. Hermann: Yes, from water skiing. Listen, do you have time for us? Mirko: Yes. Hermann: Should we go over there for a moment or should we talk here at the block? Mirko: Yes, we can go to the block for a moment. Hermann: Yes, I just wanted to say something very briefly about the situation. I think the customer came to us for a connecting rod bearing service six months ago.
And he actually has a nice car. What is that? Interlagos blue? Jerome: He was in the video “ALPINA F10 B5 Decoded” or something like that. Mirko: Yes, there were also a few shots of the car. Jerome: Yeah, yeah. Hermann: I mean, that's interlagos. Jerome: That's the one who arrived here with nearly broken connecting rod bearings. Hermann: Yes, be careful. And he got a connecting rod bearing service from us, but then we opened the engine and we saw: Oh,
that doesn't look so nice. Mirko: Exactly. Especially in the valve train area. I think we also adjusted the valve clearance after the connecting rod bearing service. And then, unfortunately, it was only after the connecting rod bearing service that I saw that the engine was really completely carbonized and dirty from the inside.
And then we talked to the customer because it is actually a very clean car and because he bought it as an investment. What we do and whether it wouldn't be smart to do the engine before something happens. Because we also saw that the connecting rod bearings were heavily worn according to the mileage. Hermann: Yes and then he said: "Yes, we'll make the engine". And now we have it, because we have already done the connecting rod bearing service before... He has now received a credit from us, or a discount on the engine overhaul, because we have the bearings.
You can't charge the customer full price for a revision and they've previously received a connecting rod bearing service. Now we probably won't have any problems with the valve clearance later. That means you have already set this up beforehand. We'll pop the tiles in again. Then it should actually work.
Mirko: I have to take a look. The head is made. Hermann: Ah, okay! Yes, yes, yes, yes. Mirko: The valves are ground in and so on. Hermann: Long story short. It made sense. You can explain why. Mirko: Yes, unfortunately we don't have any pictures now. But the cylinders had already collapsed here, too. This wall between the cylinders. Unfortunately, this is already planned. And we can also see from the head gasket that we weren't close to a bridge fire yet, but we weren't far from it either.
So that's safe for now. I estimate that with the appropriate driving style, 10,000 - 15,000 km, then there might have been misfires. Something like that. It's always hard to say. Hermann: That's right. So now you definitely make the block first. I would actually
like to go back to the parts with you. Everything actually looks pretty good now after cleaning. It's now getting a VANOS overhaul. You said something that could be saved. Mirko: The clutch flywheel. This was really optional, so completely optional. Hermann: Come on, let's go over and talk about it behind the scenes.
So now everything has been properly cleaned and everything is prepared. We didn't have any bearing damage. The thing was running. That means we don't have any problems with the oil cooler, which you don't get currently. We offered the customer the clutch momentum as an option in advance. Now we have agreed and we have seen that we don't need that. And that's why you now said, "Let's invest at least some of the money in a VANOS overhaul. Mirko: He has agreed to everything.
Hermann: Everything? Even the clutch and momentum? Mirko: Yes. The process was easy like that. I also told Gregor clearly: "Clutch is not necessary". But now he has no workload and no labor costs or wage costs and he approved it anyway. Hermann: Oh, how funny, okay. And anyway, a good car, right? Unfortunately, the cylinder head gasket has been laying in the oil for a long time, but you can see it here a little bit.
Here on the second bridge a little bit. Hermann: Yes, good, but we have that in the last video about the yellow E46 M3. It has actually already been discussed well enough. You've seen it. If you know the engines and you dismantle them, then you can see in certain places that it's coming soon.
But you can still do it... If someone would ask us now: "Listen, if it looks like this now, how much longer can I drive?", then you can't say it. Mirko: No, no. This is also completely independent of mileage.
Some engines you open with 180,000 km and you don't see any signs of the bridge fire and others... Yes. Hermann: Yes. Then I would almost say, that's it for now. We'll film a little while we're setting it up. Accompany this a little bit. But I would just like to say something about the two “corpses” in the back.
Come on, we'll go for it... Oh, then we'll have to rebuild upstairs, right? Come on, let's just go to that car back there, but then you'll need another filter again. Jerome: Yes, I'll just get it. So now it's about the "corpses" again. The joke was, we shot the video. That was filmed shortly before our company holidays. That was released on Sunday last week. The second part about the yellow M3. And as the devil would have it... We shot it and an hour later the customer actually contacted us about the Z3 M.
"Yes, I heard you have the car" and so on and so forth. I'm like, "Yes, nice. Finally the right man here!" And then he actually wanted to come before our company holidays, but he didn't come. Now he actually wanted to come today at 9 a.m. Now it's half past 11. No response. Not there again. And I'll briefly summarize for you what he wanted. He then said: "Yes, definitely get the car ready." I said: "You know what? After all this fuss and how long the
car has been idle, I'm not going to do anything here anymore. You can pick up the car, pay the parking fees. We've already done some work. A few. I just want to have the money and to have the parking space available. Because if we reschedule it again, he'll come in January." Think about it, right? And now he should actually come today. Too late again.
The car is already green. Come on over here. Take a film. Look at this. We can see the license plate on the sticker. You could go to the road traffic office and whatever. Sorry, but I'm not Sherlock Holmes. We make engines. That's it about the Z3 M. The next story is the 5 Series again. And that was funny, too. That happened in the week after our company holidays. I think it was Marco. He said: "Listen. I've got the customer on the line about the 5 Series." I think, "Oh, interesting, interesting."
Okay, good. All right. Then I had him on the phone and then he says, "Yeah, he'd like to pick up the car and so on." I'm like, "Great, pick it up." I say, "Yes, but how do you imagine that now? It's been here since September." I say: "I have to at least have stand fees. We also towed the car. I need to have the money for it." He says: "No, I don't see that. Then I have to go to my lawyer." I'm like: "Okay, if you
go to your lawyer, then I won't charge you from March onwards, I'll charge you in full. Yes? And then we'll see." So, in any case, he says: "Yes, then please send me the invoice. I'll transfer it to you and then I'll come on August 11th. Pick it up." It's August 16th today. Pan over for a moment. What do you see? Jerome: Hahaha. The car is still there. And that's just this, I'll say it like it is, this mind*** , which no one needs. Jerome: Has he already paid? Hermann: He hasn't paid anything and then again it's
just a headache, just kind of empty promises again and that's just a bit annoying. You see? Another ALPINA, too. Jerome: Looks good. Hermann: V8 Bi-Turbo. B5 Bi-Turbo. So you always see B, that's a petrol engine. If they're called D5, we have a D3 at the front right now, then that's a diesel. So, yes. That's it about the 5 Series. And now we've already had this with the lawyer. And then he called me and said: "Hermann,
nothing has happened. Should we go into foreclosure now?" I say, "Go for it. Full speed." He had already received the costs from us beforehand. We asked him to pick it up. And I actually forgot that in the last video. Because, that was actually already going on with the lawyer and now he asked me two days ago: "Should we go full speed now?" I say: "Hey, you know what? If the guy has already reduced, discounted costs with a lot of goodwill from us and is still unable to pay it or is not willing to pay and pick up the car, then in the end I don't give a s***, yeah? Because in the end we are the ones who, I'll say it in quotation marks, suffer from it, and if someone doesn't stick to the agreement for the 10th time, then I have a problem with that. And then I said to him: "Yes, how can that be? We tried to reach you.
You didn't respond to emails, yes? You couldn't be reached by phone." He says: "Yes, I forgot my cell phone pin and email account password." I'm like, "Oh my God!" But you can google us! You can find our number. Then at least call us and say: "Hey guys, I have a new number here."
You can get to it then. With such excuses. That this is really a catastrophe. Yeah good. That was a quick update on these... How should we put it? S***pile, right? Or really piles of crap of cars these days. Sorry if I comment it like that, but that's impossible. Then of course we now have the next construction site. Film
over here. You can see that everything is overgrown. We still have around 300 square meters of land and I'll have someone here this afternoon who will cut it down, clear it out and then compact it. So we can just put more cars here. Because in the medium term the plan is to actually build our second hall there and yes, that's all coming. And yes, that is the current state of things. I would say you are now picked up
as far as facts and anecdotes are concerned. Yes? And we'll just wait a little longer until Mirko starts assembling. So finally, a few projects, a few construction sites. As always for you: Comment. Oh, I always clap so loudly. That's always...
So as always: Comment. Join the discussion with us. And you see: There's always something going on here. As always: Enough chatter! Now there are just a few beauties coming from assembly and stuff like that. Follow Mirko a bit. I'll watch you for a bit. This is what it looks like when we do the planning. Why are you doing this now? Are we having any problems right now? Is something postponed? Gregor: Of course it's postponed. A lot. All the service work is also problematic.
Connecting rod bearing service. Because you're trying to ensure that the vehicle is here from Monday to Friday. Of course, the work doesn't last from Monday to Friday. It lasts a day, half a day. But you have to put it in between somehow. We're trying to plan it so that it fits. But of course the cars for the connecting rod bearing service are all running. And the customers deliver the vehicles themselves. Mostly. And we're already planning, when do we call? When do we tell him to bring the car over? Hermann: Yes, yes, yes. But is something really postponed or is it just right?
You're already grinning. Marco: So, we are optimistically about two weeks behind our schedule right now, right? Hermann: Yes, why do you think that is? Gregor: Yes, Günther has left. Hermann: Günni stopped, exactly. Gregor: Exactly. Now of course we are missing a man.
Hermann: Yes, good, but not just because of that. Marco: For example with the last S63 engine in, commissioning takes longer because the engine had to come out again. These are all things that actually... Hermann: Yes. Marco: You have some planning. We say: "Okay, S63, 7 to 10 days" and then somehow it takes a little longer for some reasons. Hermann: Yes, I mean, you can say it. So this is Mirko's first time... Mistakes can happen. That's all cool, too. He basically just swapped the two eccentric shafts.
Right, left. And then of course we had a problem. And then it's actually easier to just put it back down with the axle and then take off the valve cover and then straighten it out again afterwards than to start doing this valvetronic thing when it's installed. And then you see, things don't always go smoothly. I mean, we do everything we can to make it work. But sometimes you're just not in it and then it just happens and that's why I just wanted to show you that right now.
As you can see for yourself, not every order goes smoothly. We have many orders that work very well. Sometimes you are even ahead of schedule. But sometimes you just... You reach in and then... We just have to... I mean, you do that every two or three weeks.
So in this rhythm that you look over it again: So, where are we in the plan? What do we need to talk about? And then we call the customers and let them know: “Hey, it will take longer.” Because basically it's important for all of us, and of course even more for me, that people are picked up and know about it. Marco: Yes, something like the N20 turbocharger. Gregor: But that's up to our boss. Because sometimes he wants to be too nice and say: "Hey, come over, we'll quickly make the chain for you. Come over, we'll quickly replace a turbocharger." And now we lose two days because of this.
Marco: There are many factors that come together. We then base ourselves on specifications: How long does it take to replace a turbocharger? Then we get a target: Somehow five hours. We actually worked on the car for a day and a half. Hermann: Yes, good. Because it was just a sh*** X1.
With the front axle and so on. You can't get to anything and in a 3 or a 5 Series you would have replaced the charger within three hours. In the X1 this is of course a huge pain.
It was ok. We still had the new turbos. Then, of course, we sold sensibly and it worked out in the X, but people keep calling: "Can you? Can you? Can you?" Or then someone suddenly drives up here and doesn't have an appointment: "Yes, can you take a look?" And that just costs us so much and I'll just avoid that in the future. That I say: "Okay, come over." So I swear. Hahaha. Gregor: Another problem are customers whose engines were repaired by us and then somehow they have a problem with an add-on part and they say: "No, I'm not going anywhere else. I want it to be done by you ."
Hermann: We had something like that now. With the M5 with the manifold, right? Gregor: No, not just with the manifold. Also with the idle control. I said: "You don't have to drive from Hamburg to us." Hermann: Yes. You can replace the idle control in Hamburg. Gregor: Yes, yes.
Marco: That was the oil pressure switch and idle control, right? Hermann: Exactly. The oil pressure switch was simply leaking. Oil leaked into the plug. You could actually have... If you have a decent workshop up there, they'll find it straight away. Gregor: Of course. We didn't do anything else. We have read out the error memory. It already said idle switch in there. It had increased idle. We replaced the idle control and the matter was settled. Completely. Hermann: Yes, that’s just it. I mean, that's my fault because then I can't turn people down.
Gregor: Yes, you have to learn. Hermann: You have to learn? Yes, you see? Cheeky. [Laughter] So that's very brief. I wanted to show you this too, because the boys have probably been busy here for an hour, an hour and 15 minutes. Because, of course, you have to plan this through. You also can't give every job to just any mechanic. And accordingly you have to somehow synchronize and adjust it a bit in our system and calendar. So that it is basically clear who does what. Yes, so a quick real life... How do you say that? Jerome: An insight. Hermann: An insight! And now we'll leave you alone. Now let's get on Mirko's nerves a bit. Because he's waiting right now with
the S54 engine that you've just shot. We are currently waiting for a few parts for the VANOS overhaul from PROBSTEN, but that is not because of PROBSTEN. That's just up to us. Because we ordered too late. And in the meantime he is currently working on an E39 M5 from a customer.
Where did he come from? Tegernsee. And he bought an E39 M5. He also wants to send us an ALPINA B10 afterwards. And here we should actually do a VANOS overhaul. But we opened the engine and there's just much, much more. The ignition coil was loose, among other things. It wasn't screwed on at all. I don't even know how he drove the car or how he took a test drive. In any case, the car is not registered at all. It was in his garage. Let's go over it briefly now. We actually have to be a bit sensitive because this is a pretty special customer. But since there are no license plates on it anyway, it doesn't
really matter to us. And we have another E39 M5. Then the customer says: “ Please move it a little.” That's also deregistered. Marco: I think it's a Swiss car with Dutch documents or vice versa. Hermann: Oh, oh. Gregor: We've already gotten to the point where Marco, our sales person, has already repaired cars. He took them home and boom, the hydros worked. He just wants us to move the car because it's been sitting there for a long time and what was funny to me this morning, you said, "Yeah...", say it yourself. Marco: Two or three weeks ago I had your M3 Touring with me. A great car, no question. But an S62
E39 M5, that's just more fun. That's hotter. Hermann: That’s true too. Well, I much, much prefer driving my red one than the M3 Touring. Now I've slowly become a bit more comfortable with the station wagon, but it doesn't exude that much charm. Marco: Nope. Hermann: The M3 can do everything damn perfectly. And you really still have to drive the M5. Because with the M3 it's like that, it drives you and the older the cars get... You just have more of that old "joy of driving" that has just been watered down a bit in the last few years. So come on, let's go to Mirko. That's
that here. I have to get out of the habit of always saying: "So, that's that!" Come on. So, this is the plastic box from the ALPINA with all the parts in it. And you see how huge the thing is. And then you know how ripped it was. And then maybe one more quick thing in between. Just come with me. What we somehow got now... Let's see where it is. Here's a brand new S58 with all the add-on parts. I just bought it. Because I would actually like to try something out with IRP pistons and
connecting rods. How does this work? Maybe you can build a bulletproof engine like this. Because I've had inquiries here and there. However, two from Scandinavia. And I would like to try this out first before I test it on a customer's engine. Simply, how does it all fit? And this is a B57D30C. That was a 750d quad turbo.
But it is damaged. It had 110,000 km on it and a piston was broken due to a defective injector. And then it was really funny. Someone wrote to us and said: "Hey, pay attention. I got a new engine. Also bought on eBay. Do you want the old one?" I say, "Yeah, what comes along with it?" He says: "Yes, turbocharger, right? Injectors, but they're damaged." I say, "What do you want?" He says: "Two and a half." I say "Let's do it." So you can actually buy this.
Just as a basis for overhauling later. However. Because I haven't looked into it yet. I don't know if the piston just burst or did they burn out? But still. In the worst case scenario, you have a crankshaft that really costs money when you need it. Like 2,000 €. That said, it was actually a no-brainer.
Now we'll go back to the ALPINA engine for a moment. I said yesterday that it's basically a hybrid of an N55 and an N54. David is currently assembling the turbochargers. Just to illustrate this a bit visually. Always a quick shot here and there. And then you see this. I mean, these are not really N54 turbochargers. ALPINA is always a little more special.
But in terms of structure, it should now be clear to everyone what something like this looks like. And then let's go over to a car that has Mirko on it. I just said that. E39 M5. And what surprises me a bit is... Just come with me. I mean, you can see it. It's a bit dusty now. It stood next door to us in the hall the whole time. And if you press it here, it says 62,545 km. Anyone who knows a little about the E39 M5... The steering wheel, that looks really bad. And the same goes for the seats.
So the car has everything but not 62,000 km. And what we could actually do... We'll check the service history of the car, if it's somehow stored at BMW. Maybe we can find an indication of how much it used to run. But to me it looks like, whoa, I would say 160 - 180. It looks good in the front. It's okay in the back. Jerome: And that's actually a bad sign. Hermann: Yes, everything looks good here. It smells good, too. The strips here, everything fits.
But it was really a car that you just drove long distances with. Because the seat just doesn't look nice enough for that. Wait a minute. And I mean, the steering wheel just isn't cool either. Look here. Normally the cheek, it doesn't go through at 62,000 km. Do you see that? Jerome: Yes. Hermann: That's just from getting in and out so much.
It's okay on the door panel. Jerome: But it's definitely much stronger here, too. Hermann: Yes, the handle here, too. That's just a bit bitter because I know what kind of customer this is. But I won't say much more about it. I just think he was tricked hier. We'll see if we can find anything right away. I'll just take a quick photo of the chassis number and we'll do it live now. Until Mirko is finished with the VANOS, we'll go back to Gregor's office.
Come on, come on. I have to interrupt you again for a moment. Can you please open the service history? So, now beep the chassis number. Marco: Say the last seven digits. Hermann: One, two, three, four, five, six, seven. Marco: E39 M5.
Hermann: February 1999. Nothing deposited? Marco: Last known mileage: 212,000! [Laughter] Hermann: Hahaha. What did I say? Do you know what the speedometer says? 65,000. Jerome: 62,000. Wow. Is there a date? Gregor: They didn't provide any history. Hermann: Wow, that's brutal, hey. Jerome: That's brave too, isn't it? Gregor: But you already told me that when he was still in the hall. Hermann: I said that as soon as the car was delivered. Well, that's brutal. 212,000 and 65,000 on the clock. And I estimated around
180,000. Look, our blue one has done 150,000, 153,000 and lit ooks much, much better on the inside. Dutch car even? Have you now looked at what kind of boarding literature it has when it is delivered? Marco: Yes. Hermann: The purchase was probably worth it, right? Gregor: Yes. And you see, there are always surprises, right? And the problem is always that you call the customer and say: “Listen, do you actually know what you bought?” And then... Marco: S***. Hermann: Now you've seen it live. So this again on the topic of “everyday insight” or “insight into everyday life”. Come on, I think Mirko has finished blowing now. Now we can.
Mirko: Should I estimate? Hermann: Take a guess. Mirko: 143,000. Hermann: 212,000. [Laughter] Mirko: Yes, that’s what it looks like. All you really need to do is film this hose. Hermann: Yes, come on. Hermann: That's actually, what is that? Return oil to the chain case, right? Mirko: Yes, exactly. Oil return from the crankcase ventilation.
Yes, and the oil ran back into the V or something. So this isn't about dismantling or anything like that. That looked exactly the same. Hermann: Yes, but the old rubber hoses, if you don't replace them, they just tend to swell. Through the crankcase ventilation. Mirko: You can see how late it gets back to its original form. Hermann: Well, it's really completely soft. Yes, if any of you are in the mood for a chewing tube, it's almost like HARIBO. Mirko: Like dough. Hermann: Yes, yes, yes.
Dutch car also. Mirko: Yes. But there is a bit of botch going on with youngtimers and vintage cars, right, in Holland? There's a lot of "restoration" going on, right? Hermann: Yes, good. But I mean, all these... With the restorations, we're now getting into touch with these upcoming classics. What we see here. But it was also in the past when I had more and more to do with the old PORSCHEs, with the air-cooled ones. There was a
restoration... You have a concept, but you have such a breadth. From and to. And in some cases a lot was actually brought in from the States and then somehow repainted for the tenth time. Mirko: Yes, that's exactly what I meant. Hermann: And then you buy the car as restored... Mirko: A sales shower, right? Hermann: Sales shower, exactly! Here basically: We were supposed to do the VANOS and now we've seen that there are still a few things wrong here and there. Just these hoses
and so on. The list isn't big at all. Mirko: No. We have now limited the scope to just the engine. We could have started now: The gearbox is sweating and all that, but we wanted to stick with the engine for now. Maybe the customer will come again.
We now also have to look at the time to make sure we get along. Hermann: Yes, we already talked about that before and you see exactly that, right? I mean, it was planned anyway. But you are waiting now on a few VANOS parts for the S54. Mirko: Yes. Hermann: And that's why we said: "Come on, let's do this every now and then so that we use the time as efficiently as possible. Yes, that's briefly about that. With the mileage: I said it when we delivered it. Last mileage, last known mileage: 212,000. Mirko: What I haven't seen yet... Maybe you already know about it. A VANOS unit on the first bank, it had really strange covers.
Normally the whole thing looks like that. Hermann: Yes, you basically can't compare it with the other M5s that we have most times, because that's a very, very early one. Look here. And you also had these stickers back then, you see? Mirko: ROLSS ROYCE. Hermann: ROLSS ROYCE, exactly. You no longer have that with the newer VANOS units. And this one was produced in February 1999 and you can just see that it is still the very, very first construction stage. Because, close the hood...
No, we'll do that from the inside. Here and there you basically still have an old version from the E39 up to March 1999. That's still the steering wheel with the single-stage airbag. You have another slip ring. You always had a ball joint like that at the front. Mirko: Steering column lever, right? Hermann: Exactly, steering column lever. You don't have that here.
And you have the mirror, film it here. You already have a rain sensor, but you don't have this cover cap where you have the mirror base and the rain sensor in one piece. Mirko: Oh yeah. There's a preliminary stage and then came... Hermann: There's a preliminary stage and that's this one. And from March on they would all come with the cover. I still had an oval mirror, I was thinking about whether I should offer it to the customer, but if I need a mirror like that again later, then... You're paying a lot of money for it now. Mirko: It's probably not worth it. Hermann: But you can just see how bitter that is. That's why I bought the blue one, among other things,
because I knew how mich it ran. So there's really a lot of crazy shit going on. Also with the E46. Also with the E38. E39 anyway... How fast did you turn it? Mirko: Yes, yes. Hermann: Now if you let someone come and do that. The thing will be done in an hour. Not even. If you
do it superficially, it goes super quickly. Mirko: Exactly. You can do it right. Then you won't see it in any control devices anymore. But that's why there's still the BMW history, right? Hermann: Yes, but then at least look into the history before you do something like that, you know? This is the very first place you can check it out. Mirko: Yes, and we're not talking about 10,000 € cars or 5,000 € cars. Hermann: Back then, yes! Mirko: Yes, good. I don't know when he bought it, but I think he already put some money down for it.
Hermann: I think so, too. I'd also like to ask, but he probably paid 30, 32, 34 for it based on the supposed mileage. Brutally. Yeah, good. So now the story about the E39 M5. Maybe we'll go to Martin's for a moment. Because, he's about to fill up now. You can see that everything is now put back together again, the hoses are on. I think he's on his way to get the oil right now. Power steering oil, engine oil and coolant with antifreeze. And I think then he will start. But probably only after the break. If it's his turn, please film him, okay? Because I have to go to Subi-Andi straight away. Jerome: When he starts it? Hermann: Yes, exactly. Has he thrown the differential in yet? David: Yes. Hermann: The differential is already in there? Thank you, Philip!
That worked very well! So we always send the diffs to Philipp from WESTWOOD PERFORMANCE. That's always been cool so far, hasn't it? You have to say it like that. Yes. Because I spoke to someone on the phone yesterday who also wanted to bring in an E39 M5. He has now taken the car to a mechanic somewhere in the village and now the car is half torn apart and he can't get any further. And he also bought the diff somewhere supposedly overhauled, inserted it, filled it, and drove off. The thing was completely leaking. Then he called the company that made the diff. Then they say: “Yes, just re-seal it.”
Dude, you have to let that melt in your mouth. It's like we ship an engine and the shop installs it and it leaks everywhere. But we say: "Yes, just seal it again for a moment." You can't tell that anyone! Start after the break? Yes, right? Martin: I'll put fluids in and then start. Hermann: Yes, easy. Jerome is there, too. Because I have to leave for a moment. And then I think it will work. Then you can actually still go out for a test drive today, right?
Martin: Yes. The diff is already in there. Hermann: Filled? Martin: Yes. Hermann: What about the transmission? Martin: Cleaned and refilled. There's new oil in there. Hermann: You didn't make the feathers, right? Martin: Nope. Hermann. OK. Good. This is never a must. If it's really worn out, then you can do it.
Clutch momentum is also new. Martin: Yes. Hermann: It will be a good thing. Martin: Yes. Yes, you see? Martin: That looks good. Read error memory once. The error is gone. Lambda sensor is gone. Gregor: Until the VANOS has vented itself. The most important thing is that there is oil pressure. The car is running. Martin: Then let's go now. Hermann: So, we're just moderating now. We have reached the end. The M5 is ready. As you can easily see. And indeed. We talked a bit about this Z3 M in the video and
I said that the owner didn't come. He was here today! In the end we came to an agreement so that we bought the car for 6,000 € with the broken engine. I have now advertised it in classifieds. I hope that it will just
go away quickly so that the engine stays with us. And then you basically have the engine sitting in storage for the whole drama. Sure, with a bearing damage. But we have already done a lot of things before. Edited, VANOS overhauled. And so, I believe, in the end it is a sensible and satisfactory solution for both sides. He was also really nice and had a cool attitude. Everything is easy. So now we had Z3 M, we had M5, we had ALPINA, we had...
Oh, I have no idea. I'm starting to lose track of what was in the video. We also have him! Wave! Markus: Hi! Hermann: That's Markus. We created a company pension scheme for the boys with GOTHAER. Well received too, right? Markus: Absolutely.
Hermann: Absolutely, yes. That's just briefly on the subject of "a few goodies for the employees". Also to bind the boys, especially in these times. This is of course also very important. And finally I would like to say that we are still looking for people! So if you're interested: Always apply on your own initiative! We pay sensibly and have a company pension plan. We have a cool team! So if you're interested, you're welcome to apply. I'll take a look at it then. Then we'll get back to you. And yes, if there are sensible people, then we would of course be happy to invite them to a conversation! Come on. Long story short. Lots of chatter. Thank you very much for your attention. Goodbye!