Replacement of the VANOS solenoids of the newest generation engine is a nightmare. To ensure the most precise performance and fastest reaction possible, VANOS valves are assembled directly on camshafts. In the case of N63, the inlet and exhaust could be completely dismantled to replace the valves. The injectors should be taken off. Then, the camshafts and the crankshaft should be fixed in the exact position. And only after you can replace the valves.
Taking into account the impressive amount of jobs expected, the owner agreed to try out something more straightforward in the beginning. He drained the old oil, cleaned the oiling system, and refilled it with the LL01 specification oil, which was approved in the specifications for the vehicle.
After several hundred km drive, he sent me the newest data.
Here is what the VANOS in the most problematic – 2nd bank – looks like. The problems are almost gone! Yes, the jittering of the exhaust VANOS is slightly larger than the jittering of a completely new hub, but now it is not higher than +/-1.5 .. 2 degrees. Jitter has reduced almost 2 times!
Also, the PWM of the exhaust valve looks much better! The progress is obvious!
Here is a typical video of the idle of the 1st bank. The uneven performance is gone!
And here – previously problematic 2nd bank. The situation is much, much better!
We can clearly see that DME is using the newest – “vector” – mode to stabilize the idle.
However, there is a nuance – the car’s owner is a perfectionist.
He noticed two nuances.
First: here, the 2nd cylinder sometimes is “lazy”. No, these are not misfires but reduced performance of the cylinder. Possible reasons:
a. sporadic injector problems (the most possible – with atomization);
b. sporadic problems with the air in the cylinder (most plausible – due to HVA);
c. probelms with the injector adaptations.
In this case, I will approve the last option as the most plausible. This cylinder was problematic already previously. My experience shows that the problems with the adaptations manifest themselves for a long time (several thousands of km – the adaptations are upgraded very slowly) after solving the causes. So, I recommend driving for a longer time and checking the performance of the suspicious cylinder once in a while.
Second nuance – cylinder No.5 looks suspicious, too. As we see in the image below – the performance of the cylinder is reduced for a longer time. Then DME evens it out, but then – the cylinder gets too active. Is the injector to blame? I doubt. In this case, too, I would blame exactly the adaptation. What is important about such long-time performance unconformity is that it is often solved by the DME software updates.
Unfortunately, the manufacturer does not give any information regarding which errors have been fixed in ZB.
In addition, with the vehicles upgraded by Alpina, the situation is entirely unclear. There is no information on whether Alpina has modified only management maps or, in collaboration with BMW, the algorithm/software has also been upgraded. Also, it is not clear if Alpina has checked (and made sure that everything is OK) the newest software releases. I have many questions, but – there are no answers.
Anyway, I was surprised by this situation. The situation in which the BMW dealer shrugs, the owner of an expensive car (in addition – a technical person who is well equipped and is a skilled ISTA diagnostics tool user and in that way can help with the data gathering) is left alone with his problems.
