[wiggerz1986]

Error Code 244C00

BMW 435d 2016.
No high pressure boost between 1000rpm - 3000rpm. When I put my foot down that is when I get the drivetrain error.
I have replaced all vacuum hoses, 2x pressure converters as I had read that this is usually the cause but this didn’t help. Carried out a pressure test from the throttle flap through the Intake manifold and noticed a leak coming from the swirl flap seal. So I have just replaced intake manifold and I am getting the same issue. I have sent 5psi through the intercooler and checked the pipes off that and they are holding pressure.

BMW had recalled the car for an egr issue and they replaced that 2 years ago.
As this is a time consuming fault and I have to still use the car for work I have now found that during this fault the car has not been carrying out a DPF re-gen. And now I have started to get fault codes regarding the high pressure in the DPF.
I need to do a re-gen but I am unsure if this can be achieved through ISTA? I have put the values of the DPF at the bottom of this.

I have ISTA and carried out some tests.

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Functional check finished.
The dynamic behaviour of the exhaust gas pressure upstream of the turbine is OK.
The following values were evaluated:
* Maximum exhaust gas pressure reached at an increased speed and with a closed charging pressure controller.
* Decrease in exhaust gas pressure when speed is decreased (coasting overrun mode) and with an open charging pressure controller. The pressure difference is evaluated for the maximum value.
Detailed measuring results:
* Maximum exhaust gas pressure reached: 3692 mbar
* Difference in the exhaust gas pressure in case of dipp:
2364 mbar
Setpoint value for the maximum exhaust gas pressure reached:
• Minimum value: 2500 mbar
Setpoint value for decrease in exhaust gas pressure (minimum pressure difference) within a certain time span:
* Time span: 1000 ms
* Minimum difference in the exhaust gas pressure: 1000
mbar

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The measured values were OK.
The following measured values are evaluated during the function test:
* Behaviour of the charging pressure after shutting the throttle valve
* Behaviour of the charging pressure after opening the throttle valve again
* Differences in the pressure readings when the engine is not running
Measured values:
* After closing the throttle valve, the charging pressure decreased by the following value: 670 mbar
* After opening the throttle valve, the charging pressure increased by the following value: 690 mbar
* Maximum measured pressure difference of the pressure readings relative to one another when the engine is not running: 10 mbar
Setpoint values:
* When closing the throttle valve, the charging pressure must decrease by at least the following value within a specified time: 300 mbar
* When opening the throttle valve again, the charging pressure must increase by at least the following value within a specified time: 290 mbar
* Maximum permissible deviation of pressure readings with respect to each other when the engine is not running: ‡
60 mbar

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Functional check finished.
The setpoint values were reached.
The percentage deviations of the measured air mass to the calculated air mass were evaluated.
A negative deviation means the measured air mass is too low.

At speed level: Actual value Minimum limit value Maximum limit value
1500 1/min -4.2 % -12 % 12 %
2500 1/min 1.8 % -12 % 12 %
3500 1/min 7.5 % -12 % 12 %
Absolute differences:
* Speed evel 1: -5.5 kg/n
* Speed level 2: 4.1 kg/h
* Speed level 3: 25.2 kg/h

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Functional check finished.
The increase in the exhaust temperature is OK.
The exhaust-gas recirculation cooler bypass flap is working.
The difference in temperature increases must exceed the following value: 15 °C
Example:
* Increase in temperature in the first part = 20 °C.
* Increase in temperature in the second part must be at least 35 °C.
Measured increases in temperature during the functional check.
First part: 47.1 °C
Second part: 128.0 °C
Difference in temperature increases: 80.9

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Measuring results
Comparison of calculated and measured air mass:
Setpoint: maximum deviation + 12 %
(The deviation between the measured and calculated air mass in the first part of the functional check is evaluated)
Actual values:
* Measuring point 1:-3.0 %
* Measuring point 2:3.9 %
Negative values mean that the measured air mass is lower than the calculated air mass.
Compare the exhaust flow through the exhaust-gas recir-culation cooler and the exhaust flow through the exhaust-gas recirculation cooler bypass, each when the exhaust-gas recir-culation valve is fully open:
Limit values for the exhaust flow through the exhaust-gas recirculation cooler:
No sooting: over 90 %
Minor sooting: 85% up to 90 % Moderate sooting: 80% up to 85 %
Severe sooting: under 80 %
Actual exhaust flow value through the exhaust-gas recir-culation cooler: 125.0 %
Determined degree of sooting in the exhaust-gas recirculation cooler:No sooting
Measure:
The measured values of the functional check are OK. No fault

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The functional check is finished.
Setpoint values for the engine speed variations:
* Lower limit for the minimum value: -30
* Upper limit for the maximum value: 30
The evaluation of the engine speed variations for the three speed levels produced the following results:
Speed level 1: OK
Engine speed variations:
Minimum value: -5.0
Maximum value: 4.5
Speed level 2: OK
Engine speed variations:
Minimum value: -4.5
Maximum value: 3.0
Speed level 3: OK
Engine speed variations:
Minimum value: -22.5
Maximum value: 16.5
The measured values can be graphically displayed by selecting

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Evaluation completed.
Several malfunctions were found.
Display measures for the malfunctions by selecting the malfunctions and "Next".
Check of high-pressure stage 1 (VNT): dynamic accumulation charging pressure too slow.
Check of high-pressure stage 1 (VNT): achieved charging pressure too low.
End function

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ENGINE RUNNING
Plausibility check of the exhaust gas pressure.
Compare the exhaust gas pressure, while engine is off, with the other pressure sensors installed in the vehicle.
Exhaust gas pressure before diesel particulate filter
1065 hPa
700-1500
Exhaust pressure before turbine
1181 hPa
700-1500
Charging pressure
991 hPa
700-1500
Ambient pressure
992 hPa
700-1500
Compare the measured pressures:
The pressure of the diesel particulate filter of exhaust gas pressure sensor and the pressure of the rest of the pressure sensors must be identical.
Setpoint value: All pressures deviate maximum ‡ 20 hPa from each other.
If the values are not identical, carry out the following meas-ures:
* Check hose pipes of the exhaust gas pressure sensors for leakage and obstructions.
* Check wires and plug connections.
* Replace affected exhaust gas pressure sensor.

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ENGINE OFF
compare the exhaust gas pressure, while engine is off, with other pressure sensors installed in the vehicle.
Exhaust gas pressure before diesel particulate filter
993 hPa
700-1500
Exhaust pressure before turbine
990 hPa
700-1500
Charging pressure
1005 hPa
700-1500
Ambient pressure
992 hPa
700-1500
Compare the measured pressures:
The pressure of the diesel particulate filter of exhaust gas pressure sensor and the pressure of the rest of the pressure sensors must be identical.
Setpoint value: All pressures deviate maximum ‡ 20 hPa from each other.
If the values are not identical, carry out the following meas-ures:
* Check hose pipes of the exhaust gas pressure sensors for leakage and obstructions.
* Check wires and plug connections.
* Replace affected exhaust gas pressure sensor.

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These Values are from the car sat in idle

724 Wastegate: Activation Signal
95.00%

725 Wastegate: Activation Signal, Setpoint value
95.00%

728 Variable turbine geometry actuator, actual value
84.95%

729 Variable turbine geometry actuator, setpoint value
85.91%

733 Exhaust gas Recirculation value, Position
0.00%

734 Exhaust gas Recirculation value, Activation signal
-13.41

735 Exhaust gas Recirculation value, Nominal value
-9.99

737 Exhaust gas Pressure before diesel particulate filter
500.00 hPa

737 Exhaust gas Pressure before exhaust turbocharger
1243.00 hPA

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Exhaust counterpressure values:
Idle speed:
Highest measured value: 77.96 mbar
Maximum permissible value: 35 mbar
Engine speed 2000 rpm:
Highest measured value: 240.97 mbar
Maximum permissible value: 75 mbar
Cutoff speed:
Highest measured value: 589.97 mbar
Maximum permissible value: 200mbr

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I may be missing something but I am now unsure on what to try next. Any help would be appreciated.
Thanks

[n55david]

Originally Posted by wiggerz1986

Error Code 244C00

BMW 435d 2016.
No high pressure boost between 1000rpm - 3000rpm. When I put my foot down that is when I get the drivetrain error.
I have replaced all vacuum hoses, 2x pressure converters as I had read that this is usually the cause but this didn’t help. Carried out a pressure test from the throttle flap through the Intake manifold and noticed a leak coming from the swirl flap seal. So I have just replaced intake manifold and I am getting the same issue. I have sent 5psi through the intercooler and checked the pipes off that and they are holding pressure.

BMW had recalled the car for an egr issue and they replaced that 2 years ago.
As this is a time consuming fault and I have to still use the car for work I have now found that during this fault the car has not been carrying out a DPF re-gen. And now I have started to get fault codes regarding the high pressure in the DPF.
I need to do a re-gen but I am unsure if this can be achieved through ISTA? I have put the values of the DPF at the bottom of this.

I have ISTA and carried out some tests.

################################################## #############

Functional check finished.
The dynamic behaviour of the exhaust gas pressure upstream of the turbine is OK.
The following values were evaluated:
* Maximum exhaust gas pressure reached at an increased speed and with a closed charging pressure controller.
* Decrease in exhaust gas pressure when speed is decreased (coasting overrun mode) and with an open charging pressure controller. The pressure difference is evaluated for [...]

This is the n55 forum man.. you may wanna try the diesel forums..

[Mani59]

Moved to the relevant sub-forum.

[Eddamoo]

It looks to me as though the VNT on the turbo isn't working correctly, given the failed test above and the fault code. This would likely either be from insufficient vacuum/faulty actuator (not sure which the car uses) or a sticking VNT mechanism on the turbo itself.

This should be proven by logging the Variable turbine geometry actuator Setpoint vs Actual while accelerating in gear.

The DPF Regen won't activate while some error codes are present. You should be able to clear the code and force the Regen while stationary and maintaining a fast idle, so long as that doesn't rethrow the fault

[dogballs]

I had the same fault, but have since fixed the issue.

Although my car would only fault intermittently and more often the first time that any decent throttle/reasonable acceleration was applied. - once the warning cleared it would normally be ok.. but certainly not always. sometimes it would feel like there was limited boost but wouldn't fault with drive train warning. but 244C00, was consistently being logged.

Like you I researched and noted the issues with the vacuum hoses and pressure diverter valves.
I decided to tackle this and methodically checked all the vacuum lines for leaks etc - some of them looked in terrible shape but none were leaking.
I tested the valves and all seemed to be ok. - anyway the hoses in poor condition were replaced. I also swapped the diverter valves as a means of finding the culprit ( control flap and waste gate are the same part no.)
whilst I was checking things it was clear that this issue had been attempted to be repaired with many telltale signs someone has been here before and I suspect a big part of the reason why this car was sold to me at a very reasonable price ( which makes the fix even sweeter)

I really think the issue was that the "turbine control flap" was incorrectly set. ( mine was certainly not set correct)
attached are the instructions on the setup of the adjuster. but easily missed is the section where you are supposed to turn the adjuster nut 3 turns after finding the position, then tighten the lock nut.
this puts load between the control flap and vacuum unit - rather than the vacuum unit bottoming out and the flap not quite fully closed (hope that makes sense).
it is possible to do this adjustment in situ with the right tools - namely a small ratchet 10mm spanner. (and without removing the other turbo as instructed)
It's tricky but possible.

since resetting this adjuster, the code as not returned, the cars fuel consumption has decreased, and it feels so much more "crisp" at lower rpms.

you will need a hand vacuum pump, small ratchet 10mm spanner and patience! - but it will save you big $$ if this is your problem.

if you've checked and replaced everything else - maybe this might help you!
good luck