Hello all, just had my Mini taken to MotorWerks in Minneapolis. My 2004 MC with CVT suddenly developed a problem that felt like I was starting out in 5th gear; no power until I got up to 40 mph at which point it acted normally. I tried everything I could think of to no avail. They had it for 10-12 days at which point they called and said they had to replace the "EWS module" (explained to me as the brains of the car) They went on to tell me that the Astro start remote starter that I had installed 5 weeks earlier "wore it down until it failed" thus they won't cover it. Does anyone have any input on this? Anyone else with a failed "EWS"? They said they were aware of no problems with the EWS. Appreciate any help, thanks in advance, Mat

 

I had a bad engine wiring harness that was replaced, similar situation, but I have an MCS. I had minimal power at best, even when I revved the engine. Car wouldn't go over 20... maybe something completely different, who the hell knows. Regardless, it sucked.

 

>>Hello all, just had my Mini taken to MotorWerks in Minneapolis. My 2004 MC with CVT suddenly developed a problem that felt like I was starting out in 5th gear; no power until I got up to 40 mph at which point it acted normally. I tried everything I could think of to no avail. They had it for 10-12 days at which point they called and said they had to replace the "EWS module" (explained to me as the brains of the car) They went on to tell me that the Astro start remote starter that I had installed 5 weeks earlier "wore it down until it failed" thus they won't cover it. Does anyone have any input on this? Anyone else with a failed "EWS"? They said they were aware of no problems with the EWS. Appreciate any help, thanks in advance, Mat

I would contact the company I got the remote starter from and tell them. They either need to pay for it or give you a letter explaining how their part could not cause your problem. then take the letter to your service writer.

I think maybe we should get an attorney on retainer that can work in all states (actually a group of attorneys) to handle our problems.

Earl

 

It looks like the EWS is the gizmatchi that interfaces with the
chip in the ignition key and does the vehicle-immobilizer function.

I'll paste references in at the bottom of this post.

So, I think you should print these out, and go back
to Motorwerks MINI (I;ll come along if you like, I'm in Plymouth)
and have them explain how the EWS interacts with the CVT
or engine once the engine is running, and how that interaction
could cause your symptoms.

I think that if you present this information, that they will realize
that they can't screw you like this and give up. Hopefully.

I'm guessing that they replaced something having to do with the
wiring, and found your starter thingie, and decided to make some
money back by charging you for a new one of those.

Give me a buzz at (763) 449-7622 if you want to chat about it.

And, print out these references and FAX them to Motorwerks
and ask for a written explanation. I'll bet they drop the whole thing.

Z3 EWS/starter problem
National Highway Traffic Safety Administration

Here's the text:
http://www.bba-reman.com/bmwfaults.htm
ENGINE CRANKS BUT DOES NOT START
MODEL AFFECTED:
Z3(E36/7) from 9/98 production
FAULT:
Engine cranks but doesn't start. The fault code 209(decimal) or d1 (hex) (EWS/DM
E alignment) is set
in the DME.
CAUSE:
EWS 3D module SW version O5. has software error.
SOLUTION:
EWS module to be removed which is located on the left side of the vehicle, below
the instrument
cluster, and replace with EWS 3D module SW version 06.(part no 61 35 4 101 593).
Code the EWS
module using DIS V16.0 or later.



http://a257.g.akamaitech.net/7/257/2...ss.gpo.gov/200
3/03-30689.htm

SUPPLEMENTARY INFORMATION: In a petition dated July 21, 2003, BMW of
North America, Inc. (BMW), requested exemption from the parts-marking
requirements of the theft prevention standard (49 CFR Part 541) for the
BMW 6 vehicle line, beginning with MY 2004. The petition has been filed
pursuant to 49 CFR Part 543, Exemption from Vehicle Theft Prevention
Standard, based on the installation of an antitheft device as standard
equipment for an entire vehicle line. Based on the evidence submitted
by BMW, the agency believes that the antitheft device for the BMW 6
vehicle line is likely to be as effective in reducing and deterring
motor vehicle theft as compliance with the parts-marking requirements
of the theft prevention standard (49 CFR Part 541).
BMW's submittal is considered a complete petition, as required by
49 CFR Part 543.7, in that it meets the general requirements contained
in 543.5 and the specific content requirements of 543.6.
In its petition, BMW provided a detailed description and diagram of
the identity, design, and location of the components of the antitheft
device for the new line. BMW will install its antitheft device as
standard equipment on the MY 2004 BMW 6 vehicle line. The antitheft
device is a passive, electronically-coded vehicle immobilizer (EWS)
system. The device will prevent the vehicle from being driven away
under its own engine power in the event the ignition lock and doors
have been manipulated. The device is automatically activated when the
engine is shut off and the vehicle key is removed from the ignition
lock cylinder. In addition to the key, the antitheft device can be
activated by the use of its radio frequency remote control. Locking the
vehicle door and trunk by using the key cylinder or the radio frequency
remote control will further secure the vehicle. BMW stated that the
frequency codes for the remote control constantly change to prevent an
unauthorized person from opening the

[[Page 69128]]

vehicle by intercepting the signals of its remote control.
The EWS system consists of a key with a transponder, a loop antenna
(coil) around the steering lock cylinder, an EWS control unit and an
engine control unit (DME/DDE) with encoded start release input.
BMW stated that integrated in the key is a transponder chip that
consists of a transponder, a small antenna coil, and a memory which can
be written to and read from. The memory contains its own unique key and
customer service data. The transponder is a special transmitter/
receiver that communicates with the EWS control through the transceiver
module.
receiver that communicates with the EWS control through the transceiver
module.
BMW states that the EWS control unit provides the interface to the
loop antenna (coil), engine control unit and starter. The primary tasks
of the EWS control unit will consist of querying key data from the
transponder and providing the coded release of the engine management
for a valid key. BMW also states that the engine control unit with
coded start release input has been designed in such a manner that the
ignition and the fuel supply are only released when a correct release
signal has been sent by the EWS control unit. The EWS control unit
inspects the key data for correctness and allows the ignition to
operate and fuel supply to be released when a correct signal has been
received.
The vehicle is also equipped with a central-locking system, which
locks all doors, the hood, the trunk and fuel filler lid. To prevent
locking the keys in the car upon exiting, the driver door can only be
locked with a key or by the radio frequency remote control after it is
closed. This also locks the other doors. If the doors are open at the
time of locking, they are automatically locked when they are closed.
BMW mentioned the uniqueness of its locks and its ignition key. BMW
stated that its vehicle's locks are almost impossible to pick, and its
ignition key cannot be duplicated on the open market. BMW also stated
that a special key blank, key-cutting machine and owner's individual
code are needed to cut a new key and that its key blanks, machines and
codes will be closely controlled and new keys will only be issued to
authorized persons. Spare keys can only be obtained through the BMW
dealer because they are not a copy of lost originals, but new keys with
original electronic identifications. Additionally, spare keys can only
be obtained when all necessary information (i.e.,VIN, registration
data, customer data) has been provided by the customer or dealer. Every
key request is also documented so that any inquiries by insurance
companies and investigative authorities can be followed up.
The battery for BMW's 6 vehicle line will be inaccessibly located
and covered as an additional security measure. Disconnecting the
battery will not allow unlocking of the vehicle's doors. However, in
the event of a crash, an inertia switch will automatically unlock all
the doors.
BMW also stated that its antitheft device does not incorporate any
audible or visual alarms. However, based on the declining theft rate
experience of other vehicles equipped with devices that do not have an
audio or visual alarm for which NHTSA has already exempted from the
parts-marking requirements, the agency has concluded that the absence
of a visual or audio alarm has not prevented these antitheft devices
from being effective protection against theft.
BMW compared the device proposed for its new line with devices
which NHTSA has previously determined to be as effective in reducing
and deterring motor vehicle theft as would compliance with the parts-
marking requirements of Part 541, and has concluded that the antitheft
device proposed for this new line is no less effective than those
devices in the lines for which NHTSA has already granted exemptions
from the parts-marking requirements. The antitheft system that BMW
intends to install on its 6 vehicle line for the MY 2004 is exactly the
same system that BMW installed on its Carline 5 for MY 1997, its
Carline 3 for MY 1999, its Carline MINI for MY 2002 and its Z4 for MY
2003. The agency granted BMW's petitions for exemption of its Carline 5
beginning with the 1997 model year, its Carline 3 beginning with the
1999 model year, its Carline MINI beginning with the 2002 model year
and its Carline Z4 beginning with the 2003 model year in full (see 61
FR 6292, February 16, 1996, 62 FR 62800, November 25, 1997, 66 FR
33604, June 22, 2001, and 67 FR 45180, July 8, 2002, respectively).
In order to ensure reliability and durability of the device, BMW
conducted performance tests based on its own specified standards. BMW
provided a detailed list of the following tests it conducted: climatic
tests, high temperature endurance run, thermo-shock test in water,
provided a detailed list of the following tests it conducted: climatic
tests, high temperature endurance run, thermo-shock test in water,
chemical resistance, vibrational load, electrical ranges, mechanical
shock tests, and electromagnetic field compatibility.
Additionally, BMW stated that its immobilizer system fulfills the
requirements of the European vehicle insurance companies which became
standard as of January 1995. The requirements prescribe that the
vehicle must be equipped with an electronic vehicle immobilizing device
which works independently from the mechanical locking system and
prevents the operation of the vehicle through the use of coded
intervention in the engine management system. In addition, the device
must be self-arming (passive), and must become effective upon leaving
the vehicle, or not later than the point at which the vehicle is
locked, and must deactivate the vehicle only by electronic means and
not with the mechanical key.
Based on evidence submitted by BMW, the agency believes that the
antitheft device for the 6 vehicle line is likely to be as effective in
reducing and deterring motor vehicle theft as compliance with the
parts-marking requirements of the theft prevention standard (49 CFR
Part 541).
The agency believes that the device will provide four of the five
types of performance listed in 49 CFR 543.6(a)(3): promoting
activation; preventing defeat or circumvention of the device by
unauthorized persons; preventing operation of the vehicle by
unauthorized entrants; and ensuring the reliability and durability of
the device. The device lacks the ability to attract attention to the
efforts of unauthorized persons to enter or operate a vehicle by a
means other than a key (541.6(a)(3)(ii).
As required by 49 U.S.C. 33106 and 49 CFR 543.6(a)(4) and (5), the
agency finds that BMW has provided adequate reasons for its belief that
the antitheft device will reduce and deter theft. This conclusion is
based on the information BMW provided about its antitheft device.
For the foregoing reasons, the agency hereby grants in full BMW of
North America's petition for an exemption for the MY 2004 6 vehicle
line from the parts-marking requirements of 49 CFR Part 541.
If BMW decides not to use the exemption for this line, it must
formally notify the agency, and, thereafter, the line must be fully
marked as required by 49 CFR 541.5 and 541.6 (marking of major
component parts and replacement parts).
NHTSA notes that if BMW wishes in the future to modify the device
on which this exemption is based, the company may have to submit a
petition to modify the exemption. Sec. 543.7(d) states that a Part 543
exemption applies only to vehicles that belong to a line exempted under
this part and equipped with the anti-theft device on which the line's
exemption is based. Further, Sec. 543.9(c)(2) provides for the
submission

[[Page 69129]]

of petitions ``to modify an exemption to permit the use of an antitheft
device similar to but differing from the one specified in that
exemption.'' The agency wishes to minimize the administrative burden
that Sec. 543.9(c)(2) could place on exempted vehicle manufacturers
and itself.
The agency did not intend Part 543 to require the submission of a
modification petition for every change to the components or design of
an antitheft device. The significance of many such changes could be de
minimis. Therefore, NHTSA suggests that if the manufacturer
contemplates making any changes the effects of which might be
characterized as de minimis, it should consult the agency before
preparing and submitting a petition to modify.

 

I have an update. Contacted my Astrostart installer and told him the story, he talked to his tech guy and then they called Astrostart. Astrostart assured them that they could see no situation where the unit would hurt the EWS module. The Fab 2 (installer and tech guy) called the Mini dealer to talk to them, they then said it may NOT be the EWS after all and that they were looking at replacing the transmission!!! ARRRRGGGHH! Anyone aware of any CVT problems?

Thanks in advance, Mat (the guy without his MC)

 

I have heard of problems with the CVT, but not exactly this one.

It seems reasonable that since you are having no-power
until 40 MPH tht the CVT might not be "shifting" properly,
and may need to be replaced.

Good luck, and keep up informed of your progress.

 

Note to self, never accuse Trippy of not knowing how to do research

 

I have been having the same problem with my new (5500 mile) CVT. It will act like it is starting out in high gear and bog until it reaches about 15 mph (takes about ten seconds with pedal to the floor). After it reaches that speed, all power seems to be back to normal until next time I take off and the same thing will occur. I found that if I pull over and restart the car, it is like nothing was ever wrong.

The first time the dealer replaced a module on the trans and called it fixed...the next day it was doing the same thing. Now the second time I took it in (this past week) they replaced the entire transmission. Guess what...after leaving the dealership, it was bogging down...not as badly but still doing it. I pulled to the side of the road and restarted the car and again...seems like nothing was ever wrong. The dealer won't believe me when I say it might be something in the computer and is reset when I restart the car.

One more time in and after that I am going to start getting pissed off with them.

anyone else have this problem too???

Thanks,
Don W.

 

I'm not sure about your cvt problem, but to help reduce confusion, ews is not the "brains" of the car. It is for theft protection. Your tech may have meant egs, but that is only the brain of the transmission.