How to access the Old-Style Live-Data

Within Live-Inspection, the old-style screen can be accessed by bringing up the option menu (three white dots on the top-right) and click “Switch to old version”. Switching back to the new version requires a new start of Live-Inspection.

xDelete will now continuously read important performance information from your transfer case, including the following:

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E-Series Live Data

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F-Series Live Data

Oil-Wear (G-Series)

The xDrive system consists of a wet clutch and an electric actuator that opens and closes the clutch to transfer power to the front wheels. The clutch is immersed in oil, which keeps wear to a minimum, but it does wear over time. This measurement is the calculated load that the current oil has already received and can be used as an additional indication of when the oil service is due. The recommended oil change interval for the xDrive system is 150,000 km (~ 93,000 miles). We are collecting statistical data and will publish oil service recommendations at a later date.

Work Chain (G-Series)

The transfer case transmits power to the front wheels via a chain. This is the amount of work the chain has already done. There is no service interval for the chain.

Work Clutch (G-Series)

That's the total amount of work the transfer case clutch has done in its lifetime. We are collecting statistical data and will in the future publish threshold values that indicate a certain level of wear.

Torque to Front Wheels (E,F,G-Series)

Shows the actual clutch pressure converted to the maximum torque that can be transmitted to the front wheels. This is NOT the actual torque transmitted, but the maximum torque the clutch can transmit with the current pressure applied.

Temperature Clutch (G-Series)

The calculated temperature inside the clutch pack. This value rises rapidly during slippage and high loads. When a certain threshold is reached, the xDrive system temporarily shuts down until the value has returned to a safe range.

Clutch Stress (E,F,G-Series)

When relative movement between the front and rear wheels occurs, slip occurs within the clutch pack. This slip is converted into heat and wear. The xDrive ECU calculates the resulting clutch temperatures and converts them into a maximum percentage of the permissible temperature. As a rule of thumb, the thermal load should not exceed 50% for long periods.

E-series Provide accurate values.

F-series No exact values are available, but three states.

• Normal (0-50% Stress)

• Level 1 (51% - 80% Stress)

• Level 2 (81% - 100% Stress)

Temperature actuator (E-Series)

The spindle driven by the actuator is immersed in oil, indicating the temperature.
The temperature should not exceed 90°C (~ 195 °F).

E-series Do provide accurate values.

F-series No exact values are available, but four states.

• Normal (0-30% Stress)

• Level 1 (31% - 50% Stress)

• Level 2 (51% - 80% Stress)

• Level 3 (80% - 100% Stress)

Lifetime Workload Clutch pack L1/L2/L3 (E, F, G-Series)

These are the lifetime slip-workload counters for your transfer case clutch pack. The higher the workload, the higher the wear/slip on your clutch pack. The counters are divided into three classes, which are counted independently:

• L1 (left) is the lowest power level and is usually where the most wear occurs. These slips and wear occur during everyday riding, turning at junctions, etc. (power class 0-200 watts).

• L2 (200 to 2000 watts) and L3 (> 2000 watts) are the high ones, which are increased when the thermal load on the clutch is already high.

• If the L3 value is high, this indicates heavy use in the past. The total workload is calculated by summing all three counters.

An oil service does not reset these counters as they reflect clutch pack wear, not oil deterioration.
A single clutch pack is good for around 100 kWh of workload on E-series cars and 50 kWh on F-series cars. For G-Series cars we are still collecting data and will release guidelines at a later stage.

Angle Actual (E,F,G-Series)

This is the actual angle of the stepper motor inside the transfer case. The greater the angle, the harder the clutch is pressed and the more torque can be transferred. This value changes constantly during operation and is based on many vehicle dynamic factors such as engine torque, current gear, cornering angle/steering wheel angle, vehicle slip, wheel slip etc.

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