I get a recurring error on my 2000 Z3 2.8 (M52TU) with my Peake Reader (Table 15 Code 06) for Fuel Injector, Cyl #1. How can I verify I need a new fuel injector?
For those playing along at home, but don't have the magic decoder ring, it translates to a P0201 - #1 injector circuit open.
How you verify depends on tools and knowledge. You could check the circuit with a DVOM and a scope. Or, failing electrical means, you could switch the injector to a different cylinder and see if the code follows. Labor intensive, resources light, and pretty foolproof.
/.randy
If swapping, remember to depressurize that fuel rail 1st! Even so, you'll probably still smell like gasoline afterwards. When I did the 3.0 manifold swap on my 2.8, upon extraction of fuel rail and all injectors at once, the #6 injector got stuck in the manifold. I smelled (and tasted) like gasoline until my next shower.
Nathan in Denver
1999 M Roadster, VFE V3 S/C, Randy Forbes Reinforced, Hardtop, H&R/Bilstein, Apex PS-7, Supersprint
1999 Z3 2.8 Coupe, Headers, 3.46, Manual Swap, H&R/Koni, M Geometry/Brakes, M54B30 Manifold, Style 42
Can I use inpa to diagnose it?
Nope, not beyond reading codes. INPA doesn't do ohm tests, or amperage tests, or visual inspections.
/.randy
How is that going to help determine if it is the wiring, computer, connector, or injector?
/.randy
Don;t mean to troll or start a side conversation. But while reading this thread, I can't stop missing working at my last company with access to all Snap-on stuff like all-in-one scan tool that could perform OBC, ohm tests, amperage tests, and mitchell manual... But no visual inspection though; that was my job, sigh...
Last edited by nevan; 08-24-2017 at 03:01 PM.
2000 Z3 M Titanium Silver / Imola Red+Black Nappa
2011 328i E92 Space Gray Metallic / Leder Dakota+Oyster
Since 1987 12 euros / 2 kdms / 2 jdms
- Zach
Not to take it too far off topic, but I really dislike the all-in-one Snapon stuff. Heavy, bulky, and extremely limited. I have a saying in the shop. A test drive includes having a scanner; no scanner is just a joyride. The bulk of the Modis combined with the microscopic font that a 15yo couldn't read at a glance makes the equipment nearly useless for a dynamic test.
A long while ago I went to work for a shop. They had bought into the Snapon promise that the top-o-line $15k scanner package would solve all of their diagnostic issues. After that failed miserably, they finally came to the conclusion that there was no substitute for paying for someone that could diagnose. That's when I came in. I had my own laptop based scanners, my own scope, DVOM... everything I needed, so I didn't use their Modis. This really really irked the owner. One day we were going to do a EPC response test on a Ford AX4N. This is where you put a pressure sensor on the line pressure port and then command the pressures up and down watching for misses, spikes and flutters. Well the owner insisted on doing it with the Modis. So we broke out all the the pressure transducer stuff, most still in the wrappings. It took a bit, but we uzzled out the connectors and patch cables, and wandered the cryptic menus until we got the scope in the proper settings. Finally up, the owner goes "okay, now what"? to which I inform him we now need a scanner in the car to issue the biDirectional commands to control the line pressure. The look on his face was priceless.
No, I don't like all in one.
/.randy
So sorry to hear about the horrible experience, Randy.
I suppose there is reason why they aren't doing so well. I agree that their older ones had serious usability issues. For what is worth, their refresh ones are definite improvements though. Peace!
2000 Z3 M Titanium Silver / Imola Red+Black Nappa
2011 328i E92 Space Gray Metallic / Leder Dakota+Oyster
Since 1987 12 euros / 2 kdms / 2 jdms
- Zach
Just trying to avoid taking the fuel injection rail off more than I have to. Ever since my nutty vacuum leak on my wagon (all eight o-rings on the injectors to the manifold were leaking - looked like a locomotive on the smoke check), I am leery of removing them a bunch and damaging them.
Obviously, I would have to take the fuel rail off to do this, but I figure that if I can use the software to actuate an injector, I can see the injector operate (or not). If it didn't operate at position 1, I'd switch 1 and 2 injectors and see what happened. Same test as what you are saying, but I only take the manifold off once. However, it sounds like your experience is to just switch them and drive it until the error comes up again.
If you have my INPA pack installed, you can use Tool32 to turn off one particular injector while car is running.
MS42DS0.prg file; "steuern_ev_selektiv_ausblenden" Job, and in argument box put your cylinder number, and Start Job Once Only...
Or run the "steuern_ev_1_aus" job directly, turn it back on with "steuern_ev_1"
However I think it's still best to pop the fuel rail off, change all O rings, and replace faulty injector.
Last edited by 328 Power 04; 08-25-2017 at 08:42 AM.
-Abel
- E36 328is ~210-220whp: Lots of Mods.
- 2000 Z3: Many Mods.
- 2003 VW Jetta TDI Manual 47-50mpg
- 1999 S52 Estoril M Coupe
- 2014 328d Wagon, self-tuned, 270hp/430ft-lbs
- 2019 M2 Competition, self-tuned, 504whp
- 2016 Mini Cooper S
With the injector tree out, you could test #1 by activation, then if it fails swap 1 and 2 and retest. However, I think it would be easier to just ohm the circuit at the injector and the wire back to the DME. The other wire is constant power shared by all injectors, so if it is the problem, it would have to be right at the #1` plug.
/.randy
Thank you both. I'm definitely praying it is an injector and not the wiring harness. I hate tracing electrical issues like a broken wire...
any update on this?
Sorry, I got side tracked. Put in my rebuilt transmission in my wagon and we had to evacuate due to Irma. I will deal with it in a week when everything is back to normal.
Bookmarks