[kdog_x]

Wondering if someone can help me diagnose this issue. I am getting charging pressure faults and injection quantity faults. I get a drivetrain malfunction error that pops up at light to moderate throttle right around 80 mph. It used to happen only occasionally, but now seems to be happening several times every drive.

The failt clears itself after about 20 seconds, and so far no drivability issues or limp mode, But I don't want to get stuck somewhere if something is going out. I attached screenshots of everything from ISTA. I have checked all of the ducting and mass airflow connections and they are good. Based on the screenshots, any ideas what would be the most likely culprit? It mentions checking the wastegate and solenoid, but I am not sure where these are located or what checking them would entail. Any suggestions?

[Enabled]

You should do a little bit of logging with testo, or use the ista ECU functions to view requested boost and actual, mass air flow actual and expected, and fuel quantity as well. These would give you the most data to go by.
A sensor may be reporting incorrectly as well. These edc17 systems are extremely sensitive to boost leaks, viewing the requested vs. actual can give you a clue if you need to do a pressurized smoke test.

This is 100% new?

[Enabled]

"Wastegate" is actually the variable vane system on the turbo, and it is controlled by the electronic actuator, which can be monitored very closely. It's the black actuator next to the turbo.

[kdog_x]

I went through the recommended diagnostics using the BMW software and it revved the engine to different RPMs and checked sensor readings, but it did not find any issues other than egr which is disabled. The injection quantity errors have been around for30 K, the charging pressure error is fairly new. It was originally happening only occasionally, but now it seems like it happens every other time I accelerate to75–85 mph. It always seems to occur only in that speed range though

Any possibility that the catch can could be affecting the charging pressure somehow?

[Enabled]

That's a good idea, you can revert to stock for a while with it. From your other post, it didn't catch any oil, so that means your stock system is actually doing a very good job. Water vapor is expected because the can is so far away from engine heat.

If you want, message me tomorrow, as I have some time, and I can show you what parameters you should log yourself.

[FaRKle!]

Have you run the smooth running test to see if any of your injectors are starting to fail? I had the injection quantity fault when one of mine was sticking.

I'd be a bit surprised if your catch can is causing any issues considering the MAF sensor is upstream of it in the intake pipe. It also shouldn't have any effect on the charging pressure since it feeds into the turbo inlet, and isn't after the turbo's charged anything.

I agree with Enabled on using a logging program (I use Torque Pro) to monitor various sensor readings like your manifold boost pressure.

[kdog_x]

Cool, I will have to figure out how to set up that logging program. I i'm not familiar with the smooth running test, is that an I STA thing?

[Enabled]

In ista service functions, use the search tab and search for "smooth". That's how I have been able to find it.

[FaRKle!]

Originally Posted by kdog_x

Cool, I will have to figure out how to set up that logging program. I i'm not familiar with the smooth running test, is that an I STA thing?

Yes, it's an ISTA test. I believe it's in Vehicle Management > Service Functions > Power train > Digital Diesel Electronics > Smooth Running Control

[Enabled]

Can you post all your DME codes?

The two codes up there aren't related to injection balance.

It's essentially saying it's seeing too much air and too much boost.

[kdog_x]

I don't think there were any more DME codes previously but I did get a engine light on the way home which I'll have to check. Going to hook it up but still Warming up the garage, it's a balmy 0° in Chicago this evening and the heater takes a good hour or two. Should have more info by morning. Too much air and boost sounds like maybe stuck valve or something, but I'm new to troubleshooting this area, always open to learn

[Enabled]

Actually overboosting doesn't have that many reasons as to why it happens. But you will get the best info while looking at sensor data on a drive. Knowing who is reporting it, when it happens, and at what conditions will be very useful.




It can get a little difficult on tuned cars however if the tuner went and disabled too many DTCs. Then the message the ecu was trying to speak to you will never be reported.
I unfortunately ran into that helping a local X5 35d that was tuned by a popular Canadian VW tuner.
Car ran like crap, eventually hit limp mode, and had been passed from mechanic to mechanic. All the DTCs in the world were turned off excessively as part of their disconnect all the sensors 'delete' method.
So even though it wasn't reporting anything relevant... I had to log all available sensors to find out their MAF intake air temp sensor was reporting some crazy values, as well as one of the manifold pressure sensors. A bit bitter about it (especially since it was 75miles away from me), because I had to actually re-enable some 200 (!) important DTCs to make it sane.
Anyways, sorry for long story.

[kdog_x]

The injection rate vs lambda error has been around since the tune, so I dont anticipate that going away unless I pull the DDE and ship it to AARodriquez for a reflash. But the other code seems to be legit, that went 20k+ before it appeared. There's definitely something going on beyond the tune. With the drivetrain malfunction becoming a multiple time per drive issue, whatever it is seems to be getting worse.

[Enabled]

Do you have the BMW Standard Tools 2.12 (INPA, EDIABAS, etc) set up with your ISTA?

Testo ( https://www.bimmerforums.com/forum/s...ime-graph-view ) uses the BMW framework (EDIABAS) to communicate to car, in very high speed. ENET cable or K+DCAN will work fine.


Alternatively you can use ISTA to view a few parameters, but without graphs/logging.

[kdog_x]

Here's the codes stored from yesterdays driving.

[kdog_x]

So when they say charge air hose, they are just talking about the entire air ducting system correct?

[Enabled]

Weird, now it's too low of boost?

Yes, they are talking about the boosted side manifold air pressure.

[kdog_x]

I removed the entire ducting system again and re-seated the connections to the turbo. Did not see anything loose. The only connection I'm not super happy about is the left side of the air filter assembly. It seems like it just slips together though. is there any additional trick to installing this side, I assume that connection is just pulling in cold outside air?

[kdog_x]

Here is the connection with the box out of the way. It doesn't seem like a leak here would cause the reported issues though

[kdog_x]

Ok, so I installed testo. I have Ediabas installed as well. Which ECU do I need to choose ? Is there a quick start quide anywhere for the F30, looking for one now. I see you said INPA, I do not have that installed, I will try to get that installed and workling as well.

[Enabled]

D70BX7A0
SGBD Fur N47O1... DDE 7.01 /DDE 7.41 (7.01 is for pre-LCI, 7.41 is LCI, same ecu essentially)

Menu: Main > Detect ECU should find it as well.

Most of what you need is in DPF submenu, and Injection Fuel

[Enabled]

EDIABAS and INPA is just there for the back end communications. (for what it's worth, ISTA comes with its own ediabas built into it).


You may need to use EasyConnect to set your ediabas settings for enet or k+dcan easily, if you haven't already.