Air filter/intake system alterations

[A B Able Truck]

Food for thought - I'm plagiazing;
While the Valvetronics control intake air and the throttle body remains in the full open position, you still need a certain amount of vacuum within the intake for proper CCV (diaphragm) operation. It is my belief that the measured restriction of the air filters help accomplish this task. If you change to an aftermarket (open air) filter such as K&N (when it's clean), it could throw this balance off. This could result in the diaphragms not closing correctly allowing more crackcase mist (oil) to enter the intake. While I'm plagiarizing - If excessive oil mist/vapor is present in the air intake the effect is to dramatically increase the potential for engine knock by lowering the effective octane level of the air/fuel mixture. If the Knock sensor detects any engine detonation "pinging" then it will retard your ignition timing to prevent further detonation. Oil is not as volatile as petrol and the effect is the explosion that pushes the engines piston down is not as violent which again equals less power. We also think the oil mist increases the Exhaust Gas Temperature (EGT).

http://www.nicoclub.com/archives/kn-vs-oem-filter.html

[Gurjit]

Wouldnt it pull less due to less restriction?

More restriction in intake filter meens that it will pull harder from ccv

Path of least restriction

[A B Able Truck]

Originally Posted by Gurjit

Wouldnt it pull less due to less restriction?

More restriction in intake filter meens that it will pull harder from ccv
Path of least restriction

Vacuum is what closes the diaphragms - once closed then it will pull more air from the filter. Because the valvetronics control engine speed (intake air to cylinder) - throttle body fully open - there is a fine line to accomplish vacuum within the intake and (un)restricted air thru the filter(s).

But all this is reliant on a closed crankcase system (no seal leaks).
And you'll always have blowby that may effect diaphragm operation.

[A B Able Truck]

Originally Posted by Gurjit

Wouldnt it pull less due to less restriction?
More restriction in intake filter meens that it will pull harder from ccv
Path of least restriction

I see you have a K&N - here's an interesting thread (be sure to read links)

So wait.... K&N air filters really just lots more dirt in your engine? - AnandTech Forums

[Gurjit]

Originally Posted by A B Able Truck

Vacuum is what closes the diaphragms - once closed then it will pull more air from the filter. Because the valvetronics control engine speed (intake air to cylinder) - throttle body fully open - there is a fine line to accomplish vacuum within the intake and (un)restricted air thru the filter(s).

But all this is reliant on a closed crankcase system (no seal leaks).
And you'll always have blowby that may effect diaphragm operation.

The crankace only has so much vacuum, once it creats a vacuum in the crankcase thats it, air isnt being created inside the engine so it just holds a vacuum in the crank and now the mass airflow sensor can work effectivly on the intaked air from the filter, thats what causes your engine to trip out with thr dipstick pulled


No seal leaks is the key

[Gurjit]

I dunno, 50,000kms of k&n panel filter and no problems
I find the engines more sensitive to cold weather than anything else even with the upgraded insulated ccv pipes

Someone should block the ccv ports on the intake manifold and see how the n62 idles before and after / catch can system

[A B Able Truck]

Originally Posted by Gurjit

The crankace only has so much vacuum, once it creats a vacuum in the crankcase thats it, air isnt being created inside the engine so it just holds a vacuum in the crank and now the mass airflow sensor can work effectivly on the intaked air from the filter, thats what causes your engine to trip out with thr dipstick pulled
No seal leaks is the key

The crankcase struggles to maintain vacuum due to piston blowby (air created inside the engine). This is why it is critical to maintain a adequate vacuum supply to the manifold side of the CCV diaphragm. I've removed the CCV caps, installed a retention bar in it's place and watched the diaphragms while the engine is running. It's no wonder the rubber cracks - they're constantly moving up & down.

I find cold weather/moisture (rain) issues on intake systems all the time usually related to dirty air filters (especially on diesels).

If your engine trips out when your dipstick is pulled, it probably doesn't have adequate vacuum to close the diaphragms.

Keep in mind - I'm referring to my V8 N62TU

[Gurjit]

Originally Posted by A B Able Truck

The crankcase struggles to maintain vacuum due to piston blowby (air created inside the engine). This is why it is critical to maintain a adequate vacuum supply to the manifold side of the CCV diaphragm. I've removed the CCV caps, installed a retention bar in it's place and watched the diaphragms while the engine is running. It's no wonder the rubber cracks - they're constantly moving up & down.

I find cold weather/moisture (rain) issues on intake systems all the time usually related to dirty air filters (especially on diesels).

If your engine trips out when your dipstick is pulled, it probably doesn't have adequate vacuum to close the diaphragms.

Keep in mind - I'm referring to my V8 N62TU

When you pull the dipstick you are opening the crankcase-> lets airflow through ccv into intake manifold-> alters the air/fuel mixture after the mass airflow sensor causing engine to trip out

Y dont you try it on your engine

Edit your signiture so we can see your x5s year and options

[A B Able Truck]

Originally Posted by Gurjit

When you pull the dipstick you are opening the crankcase-> lets airflow through ccv into intake manifold-> alters the air/fuel mixture after the mass airflow sensor causing engine to trip out
Y dont you try it on your engine
Edit your signiture so we can see your x5s year and options

If your CCV's are working (closing) due to adequate (negative) vacuum - then when you pull your dipstick (positive - pressure side - blowby) the diaphragms should stay closed (engine running) due to the vacuum holding them closed.

As I wrote above - I have witnessed the diaphragms in action & pulled the dipstick while it was running. The diaphragms stayed closed & the engine did not miss a beat.

[A B Able Truck]

https://www.bimmerfest.com/forums/sh...d.php?t=442293

stlbmw
Location: Missouri
Join Date: Dec 2008
Posts: 225
Mein Auto: 2002 745Li/1999 528i
View My Garage

You guys...and gals are great, lots of good information to help. All things considered, I was starting to think the Cold Air setup was making the car whacky. So after pulling the same codes over and over, I took the car to a St Louis BMW authorized repair shop called Bimmers R Us. Local car enthusiast/mechanic that started fixing BMWs in his garage for himself and a few firends. Long story short, now he has grown to usually having about 10 or so BMWs for sale as well as 3-4 bays for repair. He has all the
BMW computer software that is linked back to BMWNA. Known the owner for a few years so he lets me back in the shop. Told him the addition of the CAI has created the previous posted issues.
He checked with the super hi dollar BMW link I-Pad looking equipment and pulled the SAME codes as my Peake Research code tool !! Although the mechanic I was hanging with explained the diff between clearing the codes...but also clearing the Adaptions..We did both..codes and Adaptations. Let it idle for about 3 minutes and then went along for a ride with the mechanic. Man...we went for a spirited drive. Then back to hookup the BMW link. went through all the base functions and it came back NO FAULTS.....WOOOOOHOOOOO. It was running perfectly...with the CAI on !!
The cars adaptations evidently had to be reconfigured/reset to go out there and see the new CAI and make it part of the "family" so to speak. Its now happy and has no problem with it. INTERESTING NOTE: On the fault tool they had the capability of checking voltages across all the sensors. All the unique values we within spec. The interesting part was that the Mass Air meter is seeing a bit more air running across it due to the mass of the air was up near 20.1 kg(?)/hr. The mechanic stated that it usually measures 19.1 or 19.2 on the upper end of the scale. Mine is about 20.2...this is due to the CAI sucking more air. The car is OK with this increased movement of air but it had to become part of the engines management sytem as normal. The 7 is running like a top....for now

DIAGNOSIS: SOFTWARE ADAPTATION TO ACCEPT CAI.