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Vanos Rebuild Start Hesitation
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Another not so interesting update. I cleaned the ICV today just to see if I’d get lucky there, but from what I can tell it hasn’t made any difference. It was definitely very dirty, and not as free moving compared to after I cleaned it. Throttle response from idle is a litre snappier now if anything, and it bogs down less when pulling away. Unsure if adaptations need clearing?
At least it was an easy exercise to understand how much of a pain in the arse the plenum hose clamps are. I know they’re not technically reusable, but got away with reusing 3. The others were fused together and I had to break them to free them. Some generic jubilee clips work for now, I just made sure they didn’t interfere with the throttle. Will most likely replace these when the plenum comes off again…
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Originally posted by sapote View Post
Checking the sensor is easy with a DVM, but monitoring with engine running must be done with a scope. Are you thinking the sensor is intermittently bad? I don't believe it because the fuel status is good at idle, and went bad during driving -- so why the sensor gone bad during driving and not idle, consistently as shown in the log files?- Long crank
- Hard rough start
- Instantly stalling after starting
- Almost stalling when coming to a stop
The shop that did the VANOS and fuel pressure regulator did say it sounds like a fuel delivery issue, but more along the lines of a blocked line. I figured if I had a blocked fuel line I’d have starting issues all the time, and misfires especially at WOT.
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Originally posted by jamesfoley View PostSorry to bring this thread up again, but just wanted to ask if anyone knows if a drop in either exhaust or intake camshaft position signals would result in a fuel system state change?
Also wanted to ask if there was a way to monitor the intake cam position sensor without using an oscilloscope? Unless graphing the VANOS intake position like I was before in TestO is the way?
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Sorry to bring this thread up again, but just wanted to ask if anyone knows if a drop in either exhaust or intake camshaft position signals would result in a fuel system state change?
Also wanted to ask if there was a way to monitor the intake cam position sensor without using an oscilloscope? Unless graphing the VANOS intake position like I was before in TestO is the way?
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I'm not totally blaming the LTFT for the hard start, but it is and the fuel status 8 are the good target to shoot them down, then hopefully the hard start might go away.
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Originally posted by sapote View Post
Yes and no. There is enough data from the log to show pre cat sensor1 is slow to react, and also during the SAP running period, the extra oxygen should cause the precat sensor signals to be below 0.1v, but they are not. These are the symptom of old and slow sensors.
If the pre cat sensors are bad and can mess up the fuel trim -- and let's assume they caused the rich fuel trim with -7 LTFT before engine shut off, then when engine started again, DME will use the last LTFT of -7 during cranking, and it might affect how the engine starts.
I don't know what will impact the hard starting, but I would try to fix the high negative fuel trim and fuel status 8 first.
On that logic then the car should start without any hesitation if the fuel adaptations are reset right? Though I think resetting those also reset ignition and vanos adaptations as well which might make things unhappy, so might not be a good test
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Originally posted by jamesfoley View Post
I will do eventually, though from what I understand the car doesn't use these initially and is open loop until they warm up, so it wouldn't be the cause of the start hesitation.
I'd really like to get to the bottom of the start issue first, and then I have brakes to sort 😑
If the pre cat sensors are bad and can mess up the fuel trim -- and let's assume they caused the rich fuel trim with -7 LTFT before engine shut off, then when engine started again, DME will use the last LTFT of -7 during cranking, and it might affect how the engine starts.
I don't know what will impact the hard starting, but I would try to fix the high negative fuel trim and fuel status 8 first.
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Originally posted by sapote View PostAre you going to change the pre cat O2 sensors?
I'd really like to get to the bottom of the start issue first, and then I have brakes to sort 😑
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Originally posted by Tomba View PostIf you look at the air charge table in this post,
I've decided to tune my swapped E30 S54 by myself, currently already tuned idle and low speed jerks, now I'm tuning maps for partial load on the road and have some issues. I'm using XDF from GitHub for 0401 software. Now I'm stucked on fuel tuning at low rpms- issue is next: lean AFR (15-17 on AEM wideband logs) between 1500
@ idle (0% throttle area, 870rpm) an air charge of 18.8% is listed.
Engine displacement = 3246cc = 541cc/cyl with a density of 1.204 kg/m3 it equals as 100% = 651.38 mg/stroke
18.8% would mean (@870rpm) -> 122.46 mg/stroke = 17.2 kg/h = 4.776 g/s
You measure 5 g/s which is 4.69% off. I wouldn't expect to much from this.
From experience 15-20kg/h I have seen and should be OK for this engine.
I've picked up a fuel pump connector with wires attached that I'm going to put between the connector in the car and fuel pump so I can tap the power without butchering the harness in the car. I'm not entirely convinced its a wiring issue as I can hear the pump prime the same every time, and it sounds the same both for when it starts normally and when it hesitates.
The only other things left on the fuel delivery side are the physical lines or the injectors
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If you look at the air charge table in this post,
I've decided to tune my swapped E30 S54 by myself, currently already tuned idle and low speed jerks, now I'm tuning maps for partial load on the road and have some issues. I'm using XDF from GitHub for 0401 software. Now I'm stucked on fuel tuning at low rpms- issue is next: lean AFR (15-17 on AEM wideband logs) between 1500
@ idle (0% throttle area, 870rpm) an air charge of 18.8% is listed.
Engine displacement = 3246cc = 541cc/cyl with a density of 1.204 kg/m3 it equals as 100% = 651.38 mg/stroke
18.8% would mean (@870rpm) -> 122.46 mg/stroke = 17.2 kg/h = 4.776 g/s
You measure 5 g/s which is 4.69% off. I wouldn't expect to much from this.
From experience 15-20kg/h I have seen and should be OK for this engine.
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sapote I have this log with a big chunk of idle, and the MAF rate is still as high as the old MAF I had fitted: https://datazap.me/u/jamesfoley/e46-...0&data=1-14-17
That being said I don't really know for sure what a normal value here should be.
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Originally posted by jamesfoley View Post
How would I go about this without tapping the wires? Not sure I trust myself removing the pump and probing wires that way
With negative fuel trims I'm a little confused how it could be a pressure problem. Negative trims suggest too much fuel / high pressure right? If the pressure was too low with either the pump failing or potential kinked line with low pressure, wouldn't I see high positive trims / lean engine issues?
I'm wondering if perhaps I have an issue with the fuel return line, but then I guess fuel pressure would read too high...
Yes, negative fuel trim means mixture was too rich, but since your mechanic said the fuel pressure was low and so we suggested to check the pump voltage as it's a new pump. checking the pump voltage is easy so you should get this out of the question.
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Originally posted by sapote View Post
Yes.
With negative fuel trims I'm a little confused how it could be a pressure problem. Negative trims suggest too much fuel / high pressure right? If the pressure was too low with either the pump failing or potential kinked line with low pressure, wouldn't I see high positive trims / lean engine issues?
I'm wondering if perhaps I have an issue with the fuel return line, but then I guess fuel pressure would read too high...Last edited by jamesfoley; 04-02-2023, 11:56 AM.
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