BMW i3 First Service

Another marmite BMW i3 in the workshop for its First Vehicle Check and Pollen Filter replacement Service as it is 2 years old. No range extender (engine) fitted to this model.

Serviced using Genuine BMW Parts & uploading service history to the BMW Database to maintain the manufacturers warranty.

If you are covering little mileage around town, the relatively short range to a charge won’t be much of a problem.

The instant torque from the electric motor is quite addictive under acceleration and the quietness when setting off rather than starting a rattling Diesel engine is extremely pleasant.

Servicing costs are also lower without the fluid & filter replacements. So if you we’re thinking of buying an electric car with the increasing fuel costs, now may be the right time!

We’re all Level 4 Hybrid & EV trained & qualified here at Burch Motor Works so you can be rest assured your electric car is in the right hands!

Read more about electric car servicing here

BMW & MINI FRM – Footwell Module Repair

If your BMW or MINI is suffering from the windows and indicators no longer working. Exterior lights permanently on with red car on ramp symbol on the dashboard when you start the car.

Chances are the eeprom software inside your FRM has become damaged. This can happen during jump starting the vehicle. After battery reconnection. Or connecting to diagnostic equipment.

The dealerships state the FRM unit is then unserviceable and replacement only. A new unit is around £450-600 depending on version, plus fitting & programming to the car!

Fortunately here at Burch Motor Works we have specialist equipment to repair the eeprom in your original FRM unit. Saving the need for a replacement meaning the cost for the complete repair is £72.00 inc vat when installed in the car, that’s more like it!

We repair around 3-4 of these a week as it is a common problem.

So if you’re being told your FRM – Footwell Module requires replacement, please get in touch to see if we can help!

Learn more here

BMW 120d engine surging under acceleration- fixed

The chap who owns this car booked 6 weeks in advance and waited patiently until we we’re able to take a look at it as he didn’t want anyone else touching it, we appreciate that!
The problem with the car was the engine had a surging sensation under acceleration and intermittently putting the engine light on.

We drove the vehicle to confirm the fault, it was surging under acceleration. Back in the workshop we plugged into the diagnostics to read the fault codes. X2 stored for fuel rail plausibility delivery controlled and x2 for dde control unit internal. The internal control unit faults can be ignored as they do not cause any running faults. However the fuel rail plausibility ones certainly do, so we carried out a test plan on the diagnostics which aid us greatly in the right diagnosis of the fault.

The test plan then ran the engine at different speeds whilst adjusting the fuel rail pressure, to monitor. The results stated that the set points we’re not reached when adjusting the fuel rail pressure and to replace the faulty fuel quantity control valve. This valve sits on the high pressure fuel pump and controls the amount of high pressure fuel that is to be sent to the fuel rail on to the injectors, or returned to the fuel tank, in conjunction with the fuel rail control valve which has a similar function.

So fortunately the diagnostics have made this one easy for us and it’s new part job done I guess.
However it would be foolish to rely on the diagnostics without testing the part ourselves.

We then looked at the graphed live data whilst driving the car to see how the fuel system is behaving. As expected the fuel pressure is fluctuating up & down under acceleration at the same time as it can be felt through the car.
As seen in the graph picture, the red tracer line. Back in the workshop we scoped the activation/ control lines of the fuel quantity control valve which are all correct and plausible, proving the wiring and ecu are all ok. Meaning the diagnostics we’re correct and the valve is faulty.

Fortunately we have a few high pressure fuel pumps for the N47 engine in stock with valves attached. With a replacement fuel quantity control valve fitted, engine adaptations reset & faults cleared.
We road tested the vehicle again with the live data graph which shows a steady fuel delivery as expected, with no more surging under acceleration.

All fixed within a couple of hours and returned to the customer on the same day. It was worth the wait he stated Thanks again to our loyal customers for their patience & custom!

BMW N47 Diesel Fuel System Replacement

Another BMW 1 Series recovered to us not starting. Cranking over but engine not firing. Vehicle in the workshop on the diagnostics it was clear we had a fuel supply problem causing the engine not to start. On the live data we could see no high fuel pressure inside the rail, before going to the injectors. Suspecting high pressure fuel pump failure we removed the fuel rail to inspect for swarf – small metal parts inside the fuel system.
As expected swarf present in the system causing damage.

Once this occurs it is good practice to replace all components on the high pressure fuel system. Along with throughly cleaning the low fuel pressure side – fuel tank, lines and filter replacement.

Unfortunately new fuel system components would write this vehicle off being several thousands of pounds. However we have great suppliers of used parts (or green parts as they’re sugar coated as) that can supply us with complete used kits of the high pressure fuel system, with a 3 month warranty. Allowing us to repair at a fraction of the cost, keeping this car on the road

Alternative solutions to repair vehicles cost effectively.

Fault investigation and diagnosis

Used Engine ECU Cloning Replacement

An Engine ECU – DME/ DDE as BMW call it, monitor and control the running of the engine. Unfortunately these can fail for various reasons. Most common is water damage, however internal faults causing misfires, incorrect sensor readings, or even a non start. This means the ecu requires replacement.

A new unit is usually expensive in the thousands, which can write off some older vehicles. Buying a used unit, you cannot simply plug into the vehicle and expect it to start, as programming and immobiliser codes set in the software will prevent this from being possible.


Fortunately we have specialist software & equipment allowing us to ‘clone’ transfer the data inside the original unit into a used donor unit, thus allowing it to be compatible with the vehicle, enabling it to start and run like the original (without the previous running faults).

If your BMW or MINI is at the dealer with an eye watering sum to replace a component. Give us a call to see if we can help

Fault investigation and diagnosis

BMW & MINI Remote key

If your vehicle requires a new replacement remote key. We are able to provide an aftermarket replacement. Making a saving than ordering a new key from the dealership and having to wait for it to arrive from Germany.

Programmed in house to your vehicle in one day! (BMW & Mini only – Excludes cut key blade)

Please note we are currently booking 2 months in advance at present for all work.

BMW and Mini remote key replacement


The FRM – Footwell module, fitted to various BMWs & MINIs between 2005 to 2015.

This unit controls the light and window functions on the vehicle.

A known problem with this unit is corruption of the data inside after the vehicle battery has been disconnected or connected to diagnostic equipment. Which then stops communication to the unit. The driver will notice no vehicle lighting or function of the power windows.

A few years ago the only solution was a new replacement unit at around £500, making it a costly repair.
However we have specialist software & equipment that allows us to repair the corrupted data of the original unit, saving the unit and more importantly money, at an hours labour of £72 inc vat. That’s more like it!

So if a garage has reported your FRM requires replacement, please get in touch, we will see if we can help!

BMW and Mini ECU repair

Vehicle Servicing under warranty

A couple of high power BMW 1 Series recently in the workshop for their first services, after 2 years if the mileage has not been covered.

Using genuine bmw & mini parts to maintain the manufacturers warranty, along with updating the service history database and loading on to the I-drive

You do not have to take your car to the dealer to be serviced whilst under the manufacturers 3 year warranty, so please don’t be told otherwise! You’re free to service where you wish using genuine parts at a vat registered garage!

Please note we do book approx. 6 weeks in advance. So please book as early as possible
Thank you to everyone for their custom!

Our BMW Servicing


BMW M4 All round Brake pad & disc replacement

We had the pleasure of having this stunning BMW F82 in for all brakes replacement. The brakes weren’t due to be replaced but the customer didn’t like the wear and corrosion to the discs. And quite rightly so they didn’t look great.

As with all our brakes replacement we thoroughly remove the corrosion build up from the hub and wheel faces to prevent brake pad pick up causing disc warping.

Along with carrier and slider cleaning, then high temp grease to the brake pads to ensure free movement for miles to come.

We look forward to seeing this motor again in the future!
(If anyone can find the issue in one of the pictures that we needed to rectify before putting the new discs on please comment. If correct you’ll receive a virtual pat on the back!)

BMW M Model Servicing


BMW 320i Engine hesitation/ jerking under acceleration… fixed

A recent BMW 320i with the B48 4 cylinder petrol turbo engine with us. Fault of hesitation/ jerking sensation under acceleration. This car had been to a garage and bmw dealer previously but unable to locate the fault.

Road tested vehicle to confirm the fault under acceleration. Fault codes showing the engine is running too lean. Which means there is too much air going into the engine (or so it thinks) to fuel expected detected by the ecu using the various sensors fitted.

A fuel tank breather valve had been fitted previously by the bmw dealer, which is a known fault on this engine, but did not resolve the fault.

Using the bmw diagnostic system makes our job much easier to locate and rectify faults but it’s not always the silver bullet.

Using the diagnostics we ran through several air to fuel mixture tests. All passed ok but this is with the car stationary in the workshop. This fault only occurs whilst the engine is under load/ acceleration on the road. We then smoke leak tested the intake system, pipes, manifold, etc. No smoke present proving the intake system is tight and no allowing any extra air into the engine. Moving onto the turbo and exhaust and no smoke/ leaks either.
With the fault not showing in the workshop we took the computer on the road with us to inspect the live data readings to see if we can see any abnormalities to locate the fault.

Air mass, intake manifold and fuel pressure sensors showing plausible readings to the specified requirements. It took a while to locate as the fault was intermittent under acceleration. But eventually we found the oxygen sensor reading would go lean the same time as the hesitation/ jerking sensation. Upto 1.81.
Unfortunately the bmw diagnostics live data readings are not easy to read when they are changing quickly. So we grabbed the Bosch diagnostic system where we can graph and record the live data to easily read our findings.

The oxygen or known as a lambda sensor is located in the exhaust, either in the manifold or after the turbo if one is fitted. The sensor does what its called and measures the amount of oxygen present in the exhaust exiting the engine. A lean condition means not enough fuel so the ecu will then injector more fuel to compensate. Then a rich condition means too much fuel, the ecu will then inject less fuel. This is constantly monitored and adjusted to try to reach lambda 1. The ‘perfect’ air to fuel ratio.

As we could see from our sensor it would intermittently spike lean at 1.81. Rather than smoothly adjusting around lambda 1.
Next was to test the sensor & wiring directly, as an oxygen heater fault was also stored previously. All circuit tests passed ok. With the sensor removed we could visually see the engine/ exhaust gas is in a lean condition, with the sensor tip being white in colour.

With all other systems tested without fault to cause a lean condition. We suspected the sensor had an intermittent internal fault.
With the oxygen sensor replaced, vehicle software level updated & adaptations reset. We road tested the vehicle and it now drives as it should.
Tried. Tested. Fixed.

Fault Investigation – Diagnosis