A person not related to the cars might ask – What do these two have in common? For petrol engine fans, the connection is clear. Every respectable sports car has to “create” the “popcorn”. But to perform the TI emission test, the catalytic converter is a must-have. And what is the most important – “popcorn” is the enemy of the catalytic converter. Well, at least that’s what the chip tuners say when offering to “activate” the “popcorn”.
In this entry, I will write things that the majority of the community will dislike. And for sure, it will be disliked by the chip tuners and engine modifiers.
When I purchased my F32 LCI, 440i, I had an opportunity to increase the power/torque of the engine by purchasing the BMW AG Performance and Sound kit. More about this kit read here; here; here and here.
It’s not a secret that this kit costs around EUR 5500 .. 6000, including the installation. Yes, it’s an expensive pleasure. Kit contains the exhaust muffler part and the software upgrade of DME (and other modules).
Many have asked – why did you pay that huge amount of money if there are cheaper solutions? There is JB4, which costs significantly less and does not require intervention in the DME. There are chip tuning options (around EUR 400 .. 500 EUR in a solid company) and exhaust alternatives (which would cost around EUR 1000 .. 2000).
My answer has always been the same – unfortunately, all engines, modified by chip tuning, which I have happened to see, have been working in limp mode. With smaller or larger side effects. I want a solution without side effects.
What do we understand as side effects in such a case? Low quality idle, unstable performance on the go, error messages regarding not reaching boost pressure in harsher driving conditions (hot, dry weather, low pressure/mountain area), etc. But in addition to this, for me, there is one more critical obstacle.
As one of the criteria for a correct performance of the engine, the service life of the CO catalytic converter.
I have talked to many chip tuners, and they all have the same opinion: if you want to tune up your B58, disassemble your stock exhaust (CO catalytic converter) and use it only for the TI. During the rest of the time, use the catless exhaust. Why? Because the catalytic converter will not survive until the next TI due to overload.
After installing the Performance and Sound kit, I have already driven almost 300.000 km. It is a lot, if we take into account that in my home country the average yearly mileage of personal transport is around 15.000 km (so, I have “used” the norm of around 20 years). 99% of the time, I was driving in Sport/Sport+ mode. With an impressive “popcorn” in the Overrun mode.
Emission tests of the last TI (performed with 380.000 km on the odometer) indicated readings that are around 15 times lower than the allowed: 0.02 CO and 18 ppm HC (the allowed threshold: 0.3% CO and 200 ppm HC).
In addition to this, I have to note that the CO catalytic converter of my car has experienced unplanned additional loads:
a. During the period of the first owner, the dealer was not able to solve a misfire problem (as evidenced by the chaotic replacement of the spark plugs and ignition coils);
b. IGLA immobilizer, installed on the vehicle, provoked a crash if its deactivation sequence was not observed correctly;
c. the car “crashed” quite many times – the reason for that was both problems with the ignition coil of cylinder No.6 and my experiments with the identification of the misfires and the behavior of the engine after the misfires were provoked.
Not taking into account all previously mentioned, even with the mileage more than 300.000 km, there are no problems to pass TI. The alternative solutions indicate that even 15.000 .. 20.000 km are guaranteed fatal to the catalytic converter. Why so? Obviously, the “popcorn” is not to blame, but the incorrect fuel mixture. Why does the fuel mixture after chip tuning become incorrect? Obviously, due to the fact that the tuning is performed, not very correctly (I do not want to offend anyone, I’m just stating the facts).
At this point, I think my arguments are convincing – yes, there are differences, but which solution you choose. Of course, it’s everyone’s personal business which solution to choose – the one offered by BMW AG, or a cheaper “alternative”. I chose the option offered by the manufacturer, and I don’t regret it. I have never seen error messages regarding not reaching boost pressure or a lean/rich fuel mixture. Not even once has the turbo aggregate been switched off due to the previously mentioned problems. Even when driving in the mountains, in summer, in warm and hot weather.
