XSeries-forum

So I still have a yellow check engine light on my 2001, 3.0l petrol, manual E53.

P0313 Misfire detected -low fuel level
P0300 Random/multiple cylinder(s) -misfire detected
P1347 Misfire Cylinder 3 With Fuel Cut-off
P1349 Misfire Cylinder 4 With Fuel Cut-off
P1353 Misfire Cylinder 6 With Fuel Cut-off
P1351 Misfire Cylinder 5 With Fuel Cut-off
P0174 System too lean, bank 2
P0171 Fuel trim (FT) system too lean, bank 1
P1620 MAP Cooling Control Circuit Signal High

The light has been on for a while however, it has been running acceptably on short journeys. Anyway, after an hour long trip the other day, I hit some traffic and whilst stationary or travelling at very low speed, the car was hunting badly and was cutting out- as though out of fuel (despite having refueled just 1-2 miles ago). I had to pull over as it wasn't drivable at low speed. at this point I disconnected the MAF sensor to try and stop the hunting this allowed me to continue and clear the traffic; however, once I was able to maintain a reasonable, constant speed the engine (with clutch engaged and disengaged) had a high frequency 'judder'-

my initial efforts to fix the problem centered around the system being too lean and I was pointed towards looking for an air leak; however, I am now thinking this is a fuel issue due to the misfires and the problem only really manifesting itself after refueling.

Please can anyone offer some advice?

crank case breather
air leak (rubber bungs on the back of the manifold by the bulkhead)
split ait intake pipe / broken plastic elbows
mass airflow

you've got pretty much the same faults i had when i bought mine (not the steering angle sensor)

[quote="ianst0028"]
crank case breather
air leak (rubber bungs on the back of the manifold by the bulkhead)
split ait intake pipe / broken plastic elbows
mass airflow

you've got pretty much the same faults i had when i bought mine (not the steering angle sensor)
[/quote]

Thanks for this. These were my original suspects too; however, I'm pretty sure that its not  crank case breather as I am not getting a strong vacuum when I remove the oil filler cap with the engine running. Also, I don’t think it is a problem lies with either the MAF (as I have replaced it already on spec) or a split air intake or plastic elbow as I had the whole intake side off to check.

That leaves me with a potential air leak from the rubber bungs on the back of the manifold by the bulkhead. I’ve not looked at this yet. Anyone got a tip on how to check (carb cleaner round the back?) or a picture of what I need to be looking at? 

I wouldnt discount the crankcase breather ....the dipstick tube blocks up and the dramas start
the bungs on the back of the manifold i didnt find until i pulled the manifold off and tbh i couldnt figure out if it was possible to do it with the manifold in situ

Is there any possibility it could be the DISA valve?

unlikely but never say never
have you had the disa out ???

If you have all these misfires Am I missing something but why haven't you changed the plugs and or coil packs. The "with fuel cut off" is normally done by the ECU after a certain amount of misfires on that cylinder, and by switching off you reset the count. Am open to criticism as usual.

Have you considered the fuel filter too? Can you definitely say when it was last changed?

Smee

[quote="henrym3"]
If you have all these misfires Am I missing something but why haven't you changed the plugs and or coil packs. The "with fuel cut off" is normally done by the ECU after a certain amount of misfires on that cylinder, and by switching off you reset the count. Am open to criticism as usual.
[/quote]

i thought that with mine and swapped all for new bosch units ..... didnt fix the misfire

[quote="Smeeagain"]
Have you considered the fuel filter too? Can you definitely say when it was last changed?

Smee
[/quote]

thats a very good call Smee ...... wasnt the fault with mine but could be here

[quote="ianst0028"]
unlikely but never say never
have you had the disa out ???
[/quote]
not yet but given that I am planning on being up to my elbows in E53 over the weekend I figured I'd whip it off and take a look!

from what i understand the disa only causes issues at higher rpm unless the seal is leaking
worth checking it out because they tend to break in a certain way that causes engine damage

its worth replacing the ccv system while your in there FEBI do a kit that fits the m54 engine but you need to order a dipstick drain hose separately because the supplied one is too short (the kit is for the 3 series)

the rubber bungs in the back of the manifold are dealer only ..... but they're cheap enough so personally i'd do them too
i personally prefer to take the manifold off to do the ccv valve but thats because i've got taking the manifold off down to a fine art (2 1/2 hrs from start to finish ) and it's easier to get the dipstick out when the manifold is out of the way
the dipstick tube is a pain to clean out but essential

WOO HOOOOO FIXED IT!!!!

Turns out it was the DISA valve. Whipped it off yesterday and found this (not mine but exactly the same)



I live in the Netherlands and Everything is closed Sunday-Monday this week due to a bank holiday so I couldn't get a repair kit. in the end I modified a bolt that fits inside the bell crank that had sheared and put it all back together and all is well!.

I've ordered a repair kit (approx £50 from these guys: https://www.germanautosolutions.com/diy ... it_diy.php) and will do that next weekend. However I think my fix will probably do TBH!

Anyway thanks for all the advice. Heres a link to all things DISA stolen from another website, should anyone else have a similar problem in the future :

-----------------------
The resonance system provides increased engine torque at low RPM, as well as additional power at high RPM. Both of these features are obtained by using a resonance flap (in the intake manifold) controlled by the ECM.

During the low to mid range rpm, the resonance flap is closed. This produces a long/single intake tube for velocity, which increases engine torque.

During mid range to high rpm, the resonance flap is open. This allows the intake air to pull through both resonance tubes, providing the air volume necessary for additional power at the upper RPM range.

When the flap is closed , this creates another "dynamic" effect. For example, as the intake air is flowing into cylinder #1, the intake valves will close. This creates a "roadblock" for the in rushing air. The air flow will stop and expand back (resonance wave back pulse) with the in rushing air to cylinder #5. The resonance "wave", along with the intake velocity, enhances cylinder filling.

The ECM controls a solenoid valve for resonance flap activation. At speeds below 3750 RPM, the solenoid valve is energized and vacuum supplied from an accumulator closes the resonance flap. This channels the intake air through one resonance tube, but increases the intake velocity.

When the engine speed is greater than 4100 RPM (which varies slightly - temperature influenced), the solenoid is de-energized. The resonance flap is sprung open, allowing flow through both resonance tubes, increasing volume.
-----------------------

Thread here:
http://www.bimmerfest.com/forums/showth ... p?t=514543

nice .... glad you caught it before it caused some nasty damage
how did you get on with the steering angle sensor ???

[quote="ianst0028"]
nice .... glad you caught it before it caused some nasty damage
how did you get on with the steering angle sensor ???
[/quote]


Thanks for your help!

BTW, I'm not sure I've got a steering angle sensor issue!? have i misinterpreted one of the original fault codes?