Curiuos about difference between EGR or Oil catch canbypass
 

Well, as the title says, my curiosity is raised over the viability of the EGR bypass over the benefit of using an oil catch can. This is on the M57N single turbo in the E53.



My EGR has caused many of the previous engine issues I have had and it is only now that I am learning what a mongrel idea it is.
To put perspective on why mention catch can, my younger brother who has had many diesel off road vehicles and his son as well, have had some similar issues. The EGR was the root cause of the problem, even on my nephews brand new Isuzu IMax.


They have fitted oil catch cans on all diesels after having an issue and then they no longer have EGR problems. The other point he mentioned was the amount of condensation that was also trapped and not fed through the motor. Whilst not a large amount, moisture is not something you want running in with your lubrication.


Has anybody here on the Forums who own diesel X5's fitted one of these to their vehicle? What are your response and views on the subject?


Something else I have given thought to, is a turbo boost gauge...Has anyone ever fitted one and if so how is it hooked up?


Looking forward to hearing from you all, especially the M57 powered owners.
Jeff

I'm not quite following the correlation of CCV and EGR. On M47/57 engines the CCV is quite trouble free. On early versions the oil separation loo roll should be renewed regularly but the vortex separator on M57N is virtually maintenance free.

I've disabled EGR on all M57 engines mainly to prevent the soot mess in the intake system. This can easily be done by just unplugging the vacuum hose on EGR valve. On early versions that's just it (It will show a code with diagnostics, but doesn't cause a warning light or limp mode.). On later models this will cause a fail safe mode and has to be mapped out.

Thank you for the reply.


My car is stamped as a 11th month 2006 build. I have heard of the issue of remapping if I fit a EGR bypass, but to be honest I cannot see any way that it would cause any engine light warnings. There is only a vacuum line attached.


As to the oil catch can, I have seen that the hoses and intercooler have an amount of oil in them and when the car is tilted to one side with the inter cooler hose off it drains out. All joints are saturated in oil dribble an the only assumption I can come up with is this is coming through the turbo system from the engine.


I therefore thought that after being advised an EGR bypass was not advisable, maybe a Catch Can would help reduce the amount of oil passing into the inter-cooler and back through the EGR.


This is why I asked, as I have been gradually been replacing hoses and vacuum lines.


I thank you for your reply, I hope you can expand upon it or my reply. Yet as my follow up post implied, it may be more to this than just the engine.


Cheers, Jeff

Basically, the DDE monitors engine speed, temps etc. and when it doesn't see a change in these when it activates the EGR, it sets a fault light.

From the TIS: -

The quantity of recirculated exhaust gas influences the mass of the fresh air drawn in: The more exhaust gas is recirculated, the less fresh air is drawn in. Since the mass of fresh air drawn in is known for all operating points with the EGR switched off, the reduction in the mass of fresh air caused by exhaust gas recirculation can be used as a measure for the quantity of recirculated exhaust gas. For the purpose of exhaust gas recirculation control, a set fresh air mass is defined in a characteristic map with following variables for all operating conditions:

- Engine speed
- Injection volume
- Coolant temperature
- Atmospheric pressure

The current setting for exhaust gas recirculation matching (service functions) is an additional influencing variable.

During operation, the quantity of recirculated exhaust gas is controlled by the duty factor at the pressure converter such that the set mass of fresh air defined for the specific operating point is drawn in. Fault code 6 "exhaust gas recirculation (control deviation)" is stored if the control unit detects impermissible deviation between the set and actual fresh air mass.

Some of this oil can be bypass from the turbo bearings but yeah, the bulk of it could be from the engine breather. It may be that your engine breather isn't working correctly - easy enough to check but given the you will need to repalce the breather gaskets if pulling it off to check, have a new breather (with gaskets on hand. :-)

Is this the weird thing that is on the left as you look at the engine and towards the rear. It is under the inlet manifold or is that something different? It has been modified now as well from the original build.


I hope I am explaining it correctly :dunno:
Jeff

On top of the valve cover, at the right, rear...

https://i.ibb.co/xF6ZtBd/20161226-104234.jpg

Old vs new...

https://i.ibb.co/5GRNRVD/20161226-101845.jpg

Have a watch of this... https://youtu.be/-LXBlUlgTjo

Like said some oil on intake side (from CCV and turbo) is totally normal. If there is no abnormal oil consumption everything is likely as it should. The older loo roll type oil separator is a bit more efficient compared to newer vortex but the difference is not huge and it would need regular renewing.

Yes, that is the sucker I was thinking of. I haven't touched that yet.


Today's test drive showed a new aspect to the issue, smooth driving for three km, then the ratty engine behavior begins. Once again the 4WD warning light and this time the yellow brake light come on :yikes:, so I pull over and into neutral but the engine is still misfiring.


In some small way this is a terrible relief as it takes the issue from the trans and puts it back on the engine as far as I feel.



Now I do have a scan tool, for what it is worth. iCarsoft i820 supposedly for BMW. Yesterday it gave me a code that the No 1 injector was not working, however the engine was smooth in idle and revs. Today I looked up the software for it and updated it, then run the test again, no faults, but it does indicate that the air flow should be between 2 - 4 mgs on the intake. Mine is 44 to 58 mgs dependent on RPM. As far as I can see our there are no leaks which is what they say can cause this, but what about the Turbo Charger?


Maybe I will get this breather and have it replaced, it will be another "tick on the box", I used Penrite oil in my last oil change, to factory specs. I just had to put in 900ml, so there is some use. This I have been told by several BMW owners is not unusual since I chose that brand oil. They have had the same and use different brands now with better results. So, Penrite is off my oil list.


The last time I had this behavior, it was the primary fuel filter and that was 18 months ago. I am starting to think it just might be the same thing happening again, although the car has never been below half a tank since I have had it. :confused: Maybe, it is just gotta be done!


Thank you both Gentlemen, your input is really appreciated very much.:beerchug::beerchug: Kindest regards, Jeff