Will have a look at forcing rich, can I do this by feeding propane into the intake air? Not neat propane, just some.
And as for lean, partially clamp delivery pipe to fuel rail? FPR is remote, on the end of filter assy.. Or would it be better to vacuum FPR to reduce pressure that way?
Took the car out before to have a word with its owner, and it ran bloody awful, once warm. Engine light came on, so quicly plugged in, only to find no DTC's
Took a screen grab, just look at the lambda ratio for bank 1 - thats seriously lean if its to be believed, or atleast thats the condition being reported, which would trigger a huge amount of excess fueling. Then there's the current required by the pump chamber which backs up the reported condition.
The quest continues...
Thanks All
Oh and he did give me the go ahead to try what I thought was worth trying, even if I couldn't guarentee a fix from component x /y /z alone.
The ignition captures show a distinct lean in cylinder condition.
Are you 100 % sure the timing is correct ie used the correct alignment tools ?
Yes you can have a wag round with propane,round the inlet & engine to check for air leaks, and into the inlet to force a rich situation.To force lean you can take a pipe off the inlet so it draws extra air ie servo pipe & watch the O2's reactions.
Can you perform a relearn on the valvetronic system ?
What scan tool are you using mainly on this ? I think maybe a better tool is reqd for better codes/data ?
No the alignment tools I made myself, but I have 100% confidence in their accuracy. All that is required for camshafts is that the flat profiles at the end be perpendicular to upper head face, when No.1 is at TDC. There is a sensor wheel alignment tool also, but I marked those prior to removal.
I should add this fault existed before the timing failure, the customer had lived with it for 10months, add to that the fact it runs pefectly when cold, and I am happy to rule out any error on my part with timing/building back up.
I can't command a relearn via serial. I have spoken to hickleys on that very subject and they said neither Bavarian technic nor KTS would be able to do it either. Only way to command a relearn without ISTA or some "hexscanner" thingywotsit is to manually move eccentric shaft from the postion it normally comes to rest in when engine is shut down. A relearn has taken place, under command of ECU - this I know for sure, as the fault code has dissapeared and I could see the shaft had moved afterward.
Using a texa navigator txt, which to be frank is not a cheap tool, it is sometimes lacking in areas though (as they all are - except dealer) I have been trying to get hold of ISTA/D as I could run it in Pass-thru mode using the TXT, which would give dealer level on BMW - however getting a download of ISTA is easier said than done.
So I've got lean in cylinders, and lean on one o2 sensor - which is in open loop, LTFT's showing approx +8% on fuelling - which backs up the lean trend, and a second o2 sensor showing fairly normal operation.
What a mess.
EDIT: What do you make of that dwell time on cyl3?
Thanks
Further EDIT: I have read that throttle is normally sat fully open, with valvetronic doing all the metering of air under normal conditions, meaning manifold would rarely be under vacuum, seems to ring true, as they have a camshaft driven vacuum pump for servo.
I have got a wideband lambda controller kit from 14point7. Could use that to determine fuelling across entire rev range, throttle positions etc.
but would have to weld boss' into the exhausts to use it.