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Post by mayfly on Jun 30, 2021 20:39:46 GMT 1
This is a 2007 116 petrol, running very rough with multiple mis fires on low revs. The fault code 287d refers to inlet camshaft vanos solonide . I have removed and cleaned boath inlet and exhaust solonides, swapped them over but the code remains the same. I have 12v on one pin of each solonide plug with ign on but 0 volts on other, Is this correct?. Any ideas on what I should try next. Any advice appreciated.
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Post by valhalla on Jul 1, 2021 0:30:09 GMT 1
There should be a PWM signal to each solenoid plug when the engine is running, and I believe that is via the pin that appears to be earthed. It is important to ensure that the signal line is not just grounded through some sort of short-circuit to the head/block.
These solenoids are close together, are they not? What is the history with this car? Did it just randomly start to misfire, or did this happen after some work?
Two "stupid things" cause these VANOS solenoids to not work; 1) oil supply to one or both of them is blocked, because some eigit thought they could save some money on oil-changes. Only a clean-out of the galleries and some fresh oil is going to fix that. The other thing, 2) is that someone has been into the engine tampering with things they do not understand, and the two solenoid plugs are swapped-over, as BMW made these the same connector, and the leads will reach either solenoid at a time......
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Post by mayfly on Jul 1, 2021 13:46:56 GMT 1
Thanks Valhalla for your reply. This problem came out of the blue, car has a good service record, no one had done anything with it before we took it in. Car had been driving fine then suddenly engine man light came on and engine started to run very rough and mis firing on low revs. I drove the car and when you get the revs up it seem to run fairly well, no misfires, I wonder if the timing could have slipped a tooth on the inlet camshaft?. I've been told it's not unheard of for these to do that.
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Post by valhalla on Jul 2, 2021 0:08:34 GMT 1
It would certainly warrant a 'scope of the crank versus cam signals to confirm that the static timing is correct (i.e. the chain hasn't stretched or jumped) but also that the dynamic timing is not being affected by a blocked oil port to the solenoid valve/s.
What is the history of oil-changes like on the engine? It isn't a guarantee with these, but I get very worried when the owners state "It's always been serviced exactly to the book" - that isn't frequently enough, IMHO. The book is optimistic by a factor of x2 on mileage and time durations.
It would be worth doing the 'scoping first, before anything else happens. There is a heap of information on cam/crank signal libraries for the BMW engines - guess why......  ? 
If it was me in your shoes, I would be doing an oil-pressure check as well, and maybe have a look down the inside of the timing case for signs of stretched chain, over-extended tensioner plungers, and broken-up guides.
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remmington
Apprentice
Owns Spark Eroder
Posts: 4,974
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Post by remmington on Jul 2, 2021 7:02:08 GMT 1
It would certainly warrant a 'scope of the crank versus cam signals to confirm that the static timing is correct (i.e. the chain hasn't stretched or jumped) but also that the dynamic timing is not being affected by a blocked oil port to the solenoid valve/s. What is the history of oil-changes like on the engine? It isn't a guarantee with these, but I get very worried when the owners state "It's always been serviced exactly to the book" - that isn't frequently enough, IMHO. The book is optimistic by a factor of x2 on mileage and time durations. It would be worth doing the 'scoping first, before anything else happens. There is a heap of information on cam/crank signal libraries for the BMW engines - guess why...... ? If it was me in your shoes, I would be doing an oil-pressure check as well, and maybe have a look down the inside of the timing case for signs of stretched chain, over-extended tensioner plungers, and broken-up guides.
+1 for the above - chain issues. |
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