In this entry – a short review regarding B58 ISTA call-up functions.
In the Identification part – nothing interesting,
so I move to a Diagnosis scan.
I believe these parameters don’t ask for an explanation. The only exciting novelty: Operating hour counter:
In the current example, the engine has been working for 105.000 min, which means: around 1600 motor hours.
The car’s mileage is 82.000 km, which means: the average speed has been around 51km/h. A reliable result.
Interestingly, the “standard” injection mode is named “Layer”. Yes, Lambda is 1.0, but for the DI engines, the fuel mixture in the combustion chamber is not “Nicely” Homogeneous (the fuel “don’t have enough time” to mix with the air) – obviously it is indicated by the engineers, who designed this menu.
Also, the oil pressure can be seen – it is identical to previously seen in the family of N series engines. Unfortunately, the “oil pressure setpoint” and PWM of the valve are not available. These parameters would facilitate quick diagnostics.
It is nice that charge pressure; actual values and setpoints of Valvetronic are available in one place. VANOS setpoints and PWM can not be seen; obviously – the appropriate test block has to be chosen.
Finally, the true value of the Rail pressure, setpoint, and PWM value of the valve is available. The last parameter previously was not available and made the identification of HPFP problems complicated.
In this menu – nothing extravagant. The sequence of cylinders (as already established by ISTA): placement.
Increased value – increased mechanical efficiency of the cylinder. Attention! The sensitivity of this menu of B58 engines is different from N53/N54 engines (for them, the measuring units are not 1/s2, but units). Acceptable difference form ideal in idle: till +/-5 1/s2.
Misfire counters always show 0. Complete fail!
And one more miracle! Finally, again (after time out of some 20 years), the data of the knock sensors are available! Additionally. Not only simple readings of the sensors are available, but also the knock data of each cylinder. Excellent!
Positive news: the indications of the wideband probe are seen in AFR, not in V.
Also, the calibration of the coefficient and the value of the Multiplicative LTFT can be seen. Offset type LTFT and Integrator are not available. Of course, this obstacle does not make diagnostics easier.
Wastegate target value: relative. Negative value: wastegate should be closed more; positive – should be open more. Activation value: relative, rejecting polarity. 0 .. 100% corresponds to the executive DC motor of 0 .. 12V.
Exhaust system temperature – not really measured but obtained via mathematical calculation.
In this menu, the basic data of the electrical system of the car can be found. It’s nice that the charge/discharge current of the battery can be seen.
The only interesting thing in this menu: instead of one “simple” clutch pedal depressing switch are two switches. One identifies 10% of pressing of the pedal, other – 90% of pressing of the pedal. Note: the car is equipped with a manual gearbox.
F series is equipped with a position sensor of the manual gearbox – in this menu, the sensor’s data can be seen. This sensor ensures rev-matching when switching gears. Yes, the possibility to break the gearbox or any other element of the drivetrain is reduced. Unfortunately, the possibility to use the energy of the flywheel when accelerating (switching the gears with an intermediate gas), as it was possible to do before, is lost.
Here the temperature regulation valve mode can be seen.
Moving to the Component triggering – nothing new, interesting, or extraordinary. I will not even describe this (mini) section in detail.
I checked the deactivation of cylinders – it (as a miracle – story for sarcasm) works. But – if any of the cylinders are deactivated, checking other parameters (for example, mechanical efficiency of cylinders or fuel mixture data) IS NOT possible! How so? What then gives this option?
