- Re: BMW 320D 150BHP 2003 (53) - Lack of power # Archived Message
Posted by Sean Mc Gettigan
on August 12, 2009, 7:21 pm, in reply to "Re: BMW 320D 150BHP 2003 (53) - Lack of power #"
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Hi Lindsay, theres not much else we can do from here without actual readings,driving the car and running the systems own self tests. The Autologic + Gt1 have built in self tests for problems like this which speeds the process up alot(DDE 5 I presume). As well as the check list above there are other 'built in system protections' for various differant running senarios which can restrict performance, eg vehicle speed signal input. Also fuel systems tests are CRITICAL, just fitting a pump tells us nothing. Heres some info Air mass system test M47TÜ/M57TÜ The air mass system consists of several component groups that ensure the optimum fresh air supply to the engine at every operating point. Malfunctions in these component groups cause a variety of disturbances in driving operation, for example lack of power, black smoke, etc. The air mass system test runs an overall check of the air mass system and thus allows clear pinpointing of the cause of the fault to the defective component group(s). Component groups of the air mass system The air mass system consists of: •Turbo pressure sensor •Intake-air temperature sensor •Charge-air temperature sensor •Air-mass flow sensor •The exhaust-gas recirculation controller comprises the EGR valve, pressure transducer, pneumatic and electrical activation of the pressure transducer •The charge-air pressure actuator comprises the turbocharger with adjustment, pressure transducer, pneumatic and electrical activation of the pressure transducer •Swirl flaps •Air filter, air hoses, pipes, charge air cooler, exhaust system, etc. Test procedure 1.The charge-air pressure sensor is checked for indication of plausible values. 2.The intake-air temperature sensor and charge-air temperature sensor are checked for signal plausibility. 3.The air-mass sensor is checked at output speed and idling by a comparison between measured and theoretically calculated air mass (exact description, see test module and function test instructions ”Air-mass sensor”). At the same time, there is a check as to whether the system builds up the charge-air pressure quickly enough and to a high enough level. 4.Function check of the exhaust recirculation control valve and the charge-air pressure actuator/turbocharger by means of the following automatic test procedure: ◦Activation of the turbocharger pressure adjuster at minimum pulse duty factor ◦Gradual opening of the exhaust-gas recirculation controller, measurement of the air-mass change ◦Closure of the exhaust-gas recirculation controller ◦Activation of the charge-air pressure actuator at maximum pulse duty factor ◦Gradual opening of the exhaust-gas recirculation controller, measurement of the air-mass change The idling speed is automatically increased for this test. 5.The measured changes in air mass flow are automatically analysed. They are compared with one another in such a way that conclusions can be drawn as to the function of the exhaust-gas recirculation controller, the exhaust gas recirculation actuator and the turbocharger. Evaluation of the test The program automatically evaluates the test and specifies the procedure for any further troubleshooting. Caution: If incorrect measured values are specified for the air-mass sensor and at the same time for another component group, the fault on the air-mass sensor is likely to be a secondary fault. For this reason, fault elimination must be started at the other component group. The air mass system test must then be repeated in order to check the air-mass sensor once again. The measured data on which the automatic analysis is based is also displayed after the test. It is printed out on the diagnosis report and can be used for the assessment of problem cases. Evaluated and displayed measured values Displayed value Definition Calculated air mass Calculated air mass from operating data at output speed and idling Measured air mass Measured air mass from air-mass sensor at output speed and idling Reduction TV60 - TV70 Reduction of air mass flow with incremental EGR activation of between 60 % and 70 % Increase TV60-65 Increase in the reduction of EGR activation 60 % to EGR activation 65 % Increase TV65-70 Increase in the reduction of EGR activation 65 % to EGR activation 70 % Difference TV60, Difference TV65 Difference in the reduction at 60 % and 65 % EGR activation in each case between minimum and maximum activation of the charge-air pressure actuator The measured charge-air values are also displayed. Influence of the swirl flaps A malfunction on the part of the swirl flaps has only a slight effect on the air mass flow system test. When driving, a malfunction of the swirl flaps has the following effects: •Swirl flaps stick in closed position: lack of power at high engine speeds •Swirl flaps stick in closed position: deterioration of exhaust emissions Turbo control info Turbocharger pressure adjuster/turbo pressure control DDE5.0/6.0/6.2 A turbocharger with variable turbine geometry and without a ”wastegate” is used for turbo pressure control. On the exhaust side there are adjustable blades on the outside of the turbine on rotating bearings. Those blades vary the force applied to the turbine by the exhaust, thereby altering, as required, the charge pressure generated by the turbocharger. An adjusting lever on the turbine housing activates the adjustable guide vanes. The adjusting lever is operated by means of an electrical turbocharger pressure adjuster (electric motor with worm gear and control electronics) that is mounted directly on the turbocharger. The turbocharger pressure adjuster cannot be replaced separately. Components •Turbocharger with variable turbine geometry •Electrical turbocharger pressure adjuster Function The DDE provides the electrical turbocharger pressure adjuster with a pulse-modulated signal. The operating range of the signal lies between 10 % and 95 %, whereby 10 % means guide vane opened and 95 % means guide vane closed. The electronics in the turbocharger pressure adjuster convert the PWM signal into a setting angle and activate the actuator motor. Acknowledgement of the set position is only detected indirectly by the DDE via the turbo pressure sensor. The turbocharger pressure adjuster itself is self-diagnosable and reports faults to the DDE. Checking variable turbine geometry The adjusting lever must adjust between minimum and maximum activation by 35° to 45° angle of rotation. Adjustment must take place rapidly. Checking variable turbine geometry •Maximum stroke of control rod: 10 mm •the control rod must be fully RETRACTED (= maximum turbo pressure) at 650 mbar vacuum applied at the vacuum unit •the control rod must be fully EXTENDED (= minimum turbo pressure) at 0 mbar vacuum applied at the vacuum unit Troubleshooting The charge-air-pressure control is monitored for the following faults: •Positive and negative control deviation •Fault in activation of the turbocharger pressure adjuster •Defect in the turbocharger pressure adjuster, e.g. blocked or mechanically defective •Dropped charge air hose Consequences of fault occurring in the turbo pressure control system: •The turbo pressure control system is switched off; the turbocharger pressure adjuster is activated with a fixed pulse duty factor. •Exhaust gas recirculation is deactivated •In the event of a control deviation in the turbo pressure, the injection volume is limited and a substitute value is output for the turbo pressure. Turbo pressure control is also deactivated when following faults occur: •Fault in the exhaust-gas recirculation •Fault on the turbo pressure sensor •Fault on the crankshaft speed sensor •Fault on the accelerator sensors •Fault in the air-mass sensor •Fault at terminal 15 •Fault on the flow regulating valve Also a note on specified v nominal values!! Air mass, nominal nominal value of air mass calculated by DDE control unit for EGR control only relevant with active EGR control! Charge-air pressure, nominal nominal charge-air pressure calculated by DDE control unit for charge-air-pressure control only relevant with active charge-air-pressure control! |