I have been gradually working through the myriad of problems with my CSI which do appear to be mainly ignition based surprise surprise
The last and perhaps most persistent has become that the ecu shuts down a bank when either under load(hard acceleration) or if you are gentle about 4000rpm
At the moment I only have a peake fault reader which indicates a cid sensor problem they are both brand new and bmw
oem sensors
I will swap them this afternoon apart from this the ignition system is oem bremi and brand new although I haven't measure fuel flow accurately it's enough to wind my 2bar gauge off its scale and forest seemto change anything when I swap sides that the pumps supply
Any suggestions will be much appreciated
brian
Test both your crankshaft sensor and the Doughnut sensors. The little tabs on the doughnut sensors face the distributors
You can do a quick and dirty test on your fuel pumps. Apply 12 V directly to them and listen for a difference in sound
What spark plugs do you have in it?
You can swap fuel lines back by the firewall and see if problem follows it
Unplug your fuel pressure regulators and see if you get fuel coming out, if so replace
The further you push the pedal the harder the spark finds it to jump across the electrodes due to the increased insulative properties of the denser air - so I would guess you are losing the spark on cylinders 6 or 12 - or the current is too low to be detected by the doughnut. The current depends on the right resistance plugs and HT leads:
Timm..2007 E64 650i Individual Sport..1999 E31 840ci Individual Sport..ex owner of 2000 E38 740..1999 E38 740i V8 M62..1998 E38 735i V8..1993 E32 730i V8..1988 E28 518i
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Yes will do again doughnut sensors and cps are new ngk bkr6ek from memory the 2nd brand new set i have already swapped the fuel lines an no difference will check the pressure regulators good idea
Another thought maybe the o2 sensors are swapped
Yes I've checked the resistance of the ignition leads 1 is brand new bremi the other is reasonable condition magnetcor all seemed OK at 600ohmsi have a msd coil who've appears red to make no difference may try out again
BTW no eml light with these fualts and ignition on/off resets it to go a dirty dozen
from workshop manual for the M70 and I assume it is same for S70: crankshaft position/rpm sensor: 540+/- 10% ohm, ignition wires angled/shielded connectors 1+/- 20% kohm, spark plug connectors 5+/- 20% kohm, cylinder identification sender coil resistance at 20 degree C (68F) <1 ohm, pulse sender/crankshaft position sensor coil resistance 540 +/- 10% ohm, Donut/ cylinder identification M70, S70: Resistance at 3-pin connector. Measure plug between pin 1 + 2, ≤1 ohm, insulation resistance between pin 2 + 3: ≥ 10 MOhm
Shogun tricks and tips for the E32 series are HERE!
Yes I've checked the resistance of the ignition leads 1 is brand new bremi the other is reasonable condition magnetcor all seemed OK at 600ohmsi have a msd coil who've appears red to make no difference may try out again
BTW no eml light with these fualts and ignition on/off resets it to go a dirty dozen
read my post 39 and 40 in this thread, I have translated partof that from the German forum where the M70 no start came from the defective DME relays, sometimes they worked, sometimes not https://www.bimmerforums.com/forum/s...te-Fault-Guide
Shogun tricks and tips for the E32 series are HERE!
So the CID error #16 will present itself in few different circumstances.
1) Bad CID sensors (ruled out)
2) Wrong spark plugs (rules out)
3) Bad wire (ruled out)
4) Weak coil?
5) fuel starvation on the bank? (plug in the fuel pressure regulator and see if the pressure drops off immediately after the engine shut down.)
You may want to inspect the rotor, I experienced this recently. The rotor was bad and grounding out instead of delivering voltage to the distributor cap. 5 hours on the side of the road, 6 hours in a tow truck, and good friends troubleshooting found that one! Nothing like quality parts leaving the factory!
Regards,
Brian
Cave Creek, AZ
Hello all
I have been working on the CSI yesterday trying to eliminate any possible faults that may or may not contribute to the errors i have i have found that the fuel pressure regulators were reading low once i had bought a fuel pressure guage that would read over 3 bar (mine maxed out at 2 bar) and found it was running 2.5 bar i have replaced them with adjustable regulators and interestingly i could wind it up to 5 bar! but anyway i settled on 3.1 bar which while it does run slightly better the engine still shuts down 1-6 when it hits around 3000 rpm if you are gentle with acceleration but closer to 2000 rpm under load and both banks if you continue heavy load (read heavy acceleration) but if you are gentle it will run on both banks pretty much continuously and if you turn the key off and on again its good to go again
and the peake reader i have shows fault 10 which translates to a dud cid sensor and if i get it to shut down both banks it shows a 10 fault for both banks but just at the end of the day it started to show just error on either bank when i used the code reader on it which brings me to suspect the EML maybe my culprit especially when even when my reader the LED display glows faintly when the ignition is switched of for a short period and then it fades BTW the reader still works faultlessly on my friends E34 540
my eml is a 12711403274 and i am leaning towards that being my problem although i have read shoguns post #39 and #40 and i will give this a test in the next few days
just to recap
new bremi leads
new bmw doughnuts X4 (twice bmw original and the bremi ones)
bremi caps x2
bosch rotors x2
new fuel pressure regs x2(fuel pressure does not waver at all during flight even when it shuts down)
is this EML rebuildable? or perhaps exchangeable with a M70 one if i swap the chip in it?
thank you for your patience
Brian
stop press
well maybe
i was talking to a buddy of mine who is in the auto electric trade trade and i mentioned my faults in the CSI first thing he said was hows your alternator when i said 13.8 volts he said too low its quite likely your problem
while i thought was a little low i didn't thin kmuch of it
I will update tomorrow when i pick it up and fit it
If you are reading CID code it's likely that, what spark plugs do you have?
Did you replace the ignition coil?
Ngk bkr6ek twin electrode plugs
I did replace the coils with standard coils that I had from another e32 750i that I had it came with msd blaster coils and it made no difference
Another possibility is that your fuel is getting cut to that bank an you have no combustion.
But would that give cid fault?
But surely even without combustion the spark still happened thus you still have a pulse which the CID should still pick up
Sorry am I missing something or is this not correct?
- - - Updated - - -
But surely even without combustion the spark still happened thus you still have a pulse which the CID should still pick up
Sorry am I missing something or is this not correct?
Yeah, you're missing something... too much resistance and there is no spark.
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I didn't read the whole thread, but did you verify there is a spark? If you disconnect the #6 or 12 injector and remove the spark plug and touch the threaded body to the grounded body of the car while the engine is running you will see if there is a spark or not.
Yes there is a spark
And new bremi leads measure 5.3k ohm
And there is definitely spark as it runs until it hits 3500 pm where where the eml appears to shut cyls 1-6
The EML does not shut the spark off - it shuts the injectors off to stop bore-wash - the spark should continue. If the spark is going then it seems to be an HT problem
Timm..2007 E64 650i Individual Sport..1999 E31 840ci Individual Sport..ex owner of 2000 E38 740..1999 E38 740i V8 M62..1998 E38 735i V8..1993 E32 730i V8..1988 E28 518i
My BMW Repair YouTube Channel
My Current 840ci Sport Individual
My Current 650ci Sport Individual
My E31 Repair and Information Website
My E38 Repair and Information Website
My E63/E64 Repair and Information Website
Chase - Heroes to a generation
I have fitted a rebuilt alternator today instead of 13.8volts it produces 14.4volts and I imagine a considerable amount more amp's I always thought it was a 140amp alternator but apparently it's a rather anaemic 120amp I may keep an eye out for an early m73 140amp the at runs better but still not well and it still shuts doyen one bank at 3000rpm although now the coffee reader I have now just shows an error when I try to read
The error's which make me suspect that the eml maybe faulty although I am going torrefit the original bmw doughnut sensor as I want to rule out the bremi supplied one which appears to be different from the original bmw one's
apologies in advance for the grammar/spelling as I'm doing this on a cellphone and it's late
Brian
You fired the parts cannon and missed. As Timm mentioned the EML is not responsible for the function you're dealing with.
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