|
Xoutpost server transfer and maintenance is occurring.... |
Xoutpost is currently undergoing a planned server migration.... stay tuned for new developments.... sincerely, the management |
|
LinkBack | Thread Tools | Display Modes |
#1
|
|||
|
|||
HELP!!! 4.6iS Bank 2 Camshaft Timing Issue
Since posting last I have retimed the entire engine 3 more times (definition of insanity) with the GAS Master tool set. I couldn't be more certain that the physical/mechanical timing is correct. I have rotated by hand, opened/closed/sealed/re-opened the engine and confirmed after running that the timing is set properly. I have reseated the UTCs multiple times. I have Victor Reinz UTC gaskets installed currently and have a set of Genuine BMW ones on the shelf that just arrived yesterday. Could this really be the difference? We're talking a millimeter, I've compressed the hell out of the gasket, is the sensor too close to the center hub of the reluctor and reading a constant signal? bank one is not having the same issue. The Reluctor wheels are straight and true. The CPS works, I have 4 that I have swapped around, they all read properly on Bank 1 so they are all confirmed working. The wiring (3 wires from connector) has been traced back to the ECU and confirmed to be good. I have ohm'd the wiring both cold and hot and the readings are miliohms (acceptable range) The ECU appears to be free of any damage based on a visual inspection. I haven't tested any of the circuits nor do I have the electronic knowhow to do so proficiently at this point. In its current state Bank one is producing a code 33 with between -6 and -8 degrees at the recorded event. I haven't fine adjusted the reluctor on bank 1 since the last round of timing. This reading is in line with what INPA is showing me in live data. In its current state Bank two is producing a code 34 with 0 degrees at recorded event. Live readings in INPA are showing 41.93 with zero fluctuation. I have been able to get the live readings to do exactly what they are supposed to by loosening the bolt and moving the CmPS on Bank 2. The live readings at idle were in the -5 to -7 range. Thus far I've been able to make this happen once, the sensor was pulled approximately 3mm out of fully seated position. I can make the sensor change readings by removing it with the engine running and waving a metal tool in front of it. As such I am operating under the assumption that the sensor and circuit works properly. And since I was able to get the sensor to produce correct readings by moving it this further confirms that that the physical timing is correct. In addition to this (and possibly complicating the issue) I ham getting roughness readings of 600-800 on cylinders 1 and 2, the rest of the cylinders are below 500 with 3 or 4 staying below 250. I cannot get DIS/GT1 working because of complications with VMWare (I'm trying to figure it out). I am also currently downloading ISTA and should have it up and running by end of week. So have at it folks. Thanks
__________________
Again Daily Driven SC'd 4.6iS, whats the point of having a sweet ride if you dont use it all the time. |
Sponsored Links | |
|
#2
|
||||
|
||||
UTC?
The spacing is stupidly sensitive for the CPS as you have mentioned with the reluctor wheel, but I would work on adjusting the fore/aft with the washer/seal.
__________________
2011 E70 • N55 (me) 2012 E70 • N63 (wife) |
#3
|
|||
|
|||
UTC = Upper Timing Cover.
Adjusting with washers/spacers/gaskets is acceptable to isolate the issue but I wouldn't accept it as a permanent solution. 3mm is just way too much for it to be a tolerance issue, there is something else at play. Good idea though. Its so damn sensitive though as you said that actually finding the correct thickness would almost require making shims out of something like a garbage bag and adding one by one.
__________________
Again Daily Driven SC'd 4.6iS, whats the point of having a sweet ride if you dont use it all the time. |
#4
|
||||
|
||||
HELP!!! 4.6iS Bank 2 Camshaft Timing Issue
Wax paper maybe for shims. Is there any perceptible alignment issues on the UTC?
Do you have any way to graph the position of cam? My foxwell will graph both request and actual cam position and that's the only way to get a clear picture of what's going on. Not sure what kind of holy hell it will create but with O2 to root out where the problem lies, we swap connectors for the banks. Swapping Banks in the CPS will cause running problems but with a graph of each bank you could determine if the problem is sensor side or in the DME. People have accidentally swapped them without causing damage so if it was my car that's what I would do. (but also need a way to graph)
__________________
2011 E70 • N55 (me) 2012 E70 • N63 (wife) Last edited by andrewwynn; 10-19-2021 at 10:19 AM. |
#5
|
|||
|
|||
No perceptible alignment issues with the UTCs. Last night I went so far as to loosen all of the bolts on bank 2 UTC and hammer while tightening so as to get the UTC as far down as possible. The space between the LTC and UTC on Bank 2 is perceivably smaller than on Bank 1 we're talking like 2mm at the LTC and dead flush to the head.
__________________
Again Daily Driven SC'd 4.6iS, whats the point of having a sweet ride if you dont use it all the time. |
#6
|
||||
|
||||
I forgot if the CPS on the top or side cover. I have worked with people who have had bent reluctor wheels give them fits so I know how sensitive the system is.
__________________
2011 E70 • N55 (me) 2012 E70 • N63 (wife) |
#7
|
|||
|
|||
They are on the front on the M62tu. Right above the Vanos solenoids. Checking the reluctors was one of the first things I did, confirmed dead flat with a machine tool straight edge and on multiple flat surfaces. The wheel was babied when being removed and reinstalled.
Interestingly enough, after your comment about the spacers I looked on RealOEM and it seems that BMW used to use what looks like flat gaskets between the seat and CPS body which have since been superseded with the o-ring.
__________________
Again Daily Driven SC'd 4.6iS, whats the point of having a sweet ride if you dont use it all the time. |
#8
|
||||
|
||||
I don't remember if I had o-ring or washer but I did work on fussy and sensors and tweak the position to get it to read. You may have success similarly
__________________
2011 E70 • N55 (me) 2012 E70 • N63 (wife) |
#9
|
|||
|
|||
I'm definitely going to mess with spacers but I just refuse to accept that as a permanent the fix. At one point this was the fastest SUV on the planet so I would expect a bit higher level of mechanical refinement from Munich. Thanks for joining the conversation BTW.
__________________
Again Daily Driven SC'd 4.6iS, whats the point of having a sweet ride if you dont use it all the time. |
#10
|
||||
|
||||
Quote:
__________________
X5 4.6 2002 Black Sap, Black interior. 2013 X5M Melbourne Red, Bamboo interior Dallas |
Bookmarks |
Thread Tools | |
Display Modes | |
|
|
|