Omega Owners Forum
Chat Area => General Car Chat => Topic started by: al brown on 07 November 2013, 20:49:47
-
Can anyone help please.
Friend has 525d e60/61 which broke down on him on the way to trade it in. He changed the fuel filter afterwards as it had been running rough and he flattened the battery trying to start it afterwards. I have read the codes for him;
4610 - Rail pressure monitoring, pressure deviation
4BA0 - Intake air temperature, signal; open or short circuit to positiv/ground or
temperature too high
4BC2 - Air flow meter; open circuit or short circuit to ground
3FF0 - Air mass meter
4570 - Rail pressure monitoring, delivery deviation
4560 - Rail pressure monitoring, delivery deviation
3F57 - Charging pressure valve
43E2 - Unknown fault code
4262 - Glow plug cylinder 6, activation
4252 - Glow plug cylinder 5, activation
4242 - Glow plug cylinder 4, activation
4222 - Glow plug cylinder 2, activation
4212 - Glow plug cylinder 1, activation
4B10 - Smooth running controller, correction quantity too high
Diesel (N47 - DDE 7.1 - MT/AT)
- Intermittent
Fuel (EKPS (Fuel pump control) - Diagnose
DTC Description
6294 - Control current too low, implausible signal or value
there were more but they are for the info system, restraints etc and I would guess are nothing to do with an engine cutting out and not starting.
Cleared all the codes and tried starting again, it just cranks, fired briefly once but wont start, current codes are;
4252 - Glow plug cylinder 5, activation
4242 - Glow plug cylinder 4, activation
4222 - Glow plug cylinder 2, activation
4212 - Glow plug cylinder 1, activa
Diesel (N47 - DDE 7.1 - MT/AT)
DTC Description
- Intermittent
Fuel (EKPS (Fuel pump control) - Diagnose)
DTC Description
6294 - Control current too low, implausible signal or value.
During cranking the current drops to about 4amps I think and recovers to about 6amps after you stop cranking.
Am struggling to find any info from the BMW forums about the fuel pump control fault as it is the only current fault (other than glow plugs), second hand units are not expensive but I am not one for just changing things with out being fairly sure why it is at fault.
Any info or advice would be great
Al
-
Is fuel getting to the injectors? That's the first thing to check!
-
We didnt have time to check as we needed to tow it home and I had to get home to feed the kids. fuel was the first thing I thought to check, if a diesel isnt firing it is normally fuel I suppose as there is no ignition on an oil burner.
Is the fuel control module a common fault? It was apparently running rough for a day or two before cutting out on him while driving. There seems to be lots of them for sale on certain auction sites.
Will try and check for fuel if I can get to him this weekend.
Cheers
-
Just find it odd that one would replace a fuel filter (10minute job) after the thing broke down.
If it has fuel starvation problems, then replacing the filter would have acerbated them.
-
He thought it was running rough cause it was overdue a service so in his head it was the filter at fault. It has been cranked a good few times, he did manage to remember to not crank it it too long and let it rest. I am all for bleeding it again to make sure, but filter change aside, it still broke down on him and the only current code of worth is the fuel control one. Or would this show if there was air in the lines? Even if he made it worse by adding air into the system would you not expect codes about fuel pressure if that was also an issue?
-
Unplug the airflow meter. Check injectors, glow plug control unit sounds probable if all 6 are coming up with a fault.
-
Only 5 plugs showing a fault, he had tried the maf before he called me. Hence the maf codes when I first read the faults. After clearing codes and cranking only got 4 plugs and the fuel control showing faults. Am still thinking it will be worth fitting an replacement fuel control unit. We are gonna check there is fuel at the injectors, but I am not sure what that will prove as if the unit is sending no fuel or fuel at the wrong time the result will different but the fault is the same. I can't think how to prove one way or the other what the fault is. Live data when cranking shows the amps at the fuel control dropping off while cranking, which ties in with the code bit i am not a bmw mam and I dont know what i should expect to see.