F10/11. How BMW hide problems

In this entry – in short, and in summary, how the problems of NOx system are hidden in its 2-nd generation (MSD87; F10/11).


This time at the beginning of the entry I will mention information, UNavailable for BMW dealer centers, at the end of the entry – nuances regarding INPA (as you know, dealer centers are not allowed to use INPA).

In the references to ISTA D/+ the data regarding ISTA versions till the release of August 2019 is used (although these engines have no upgrade for a long time); differences from the 1-st generation DME (MSD80, N43/N53 series engines) are mentioned.
References to the INPA correspond to MSD87 for N54 loader 3.700.


1. The problem of the NOx catalytic converter contamination with the sulfur is hidden. There is even no error message intended to identify this problem. Till 50 .. 100.000km the problem affects at least 90% of vehicles for at least one time; for more than half of vehicles this is a fundamental problem. Due to this problem, the engine does not use Stratified charge.
2. The problem with the performance of the NOx catalytic converter is hidden. The error message regarding the insufficient performance of the catalytic converter is provided, but practically it is not ever used. This problem affects almost all cars with a mileage of 150 .. 200.000km. After 200.000km, the NOx system of 99% of cars stops functioning, the engine does not use Stratified charge, even if the driving conditions are perfect for it (long drives with a regular speed above 110km/h).
3. The problem of the self-calibration of the NOx sensor is hidden deliberately. As a result of this very common problem, the sensor does not confirm the readiness for the job, does not start to send Online (live) data. As a result – a moment after turning on (for 5 .. 10 minutes), the Stratified charge is turned off and is not used in continuation of the driving session. Of course, without recording any error message. This error hides the problems of a very short lifetime (several tens of thousands of km) of the NOx sensor.

So that no one asks unnecessary questions:
4. ISTA D/+ the information regarding performance mode (Homogeneous, Stratified charge) is not available anymore;
5. ISTA D/+ the information regarding contamination of the NOx catalytic converter is not available anymore;
6. ISTA D/+ the information regarding the status of the NOx sensor (Expecting Dev point; All signals OK,etc.) is not available anymore;
7. ISTA D/+ the information regarding NOx content and Lambda, measured by NOx sensor, is not available;
8. ISTA D/+ the information regarding the exhaust temperature is not available anymore.

To make the diagnostics of these complicated engines even harder:
9. ISTA D/+ the information regarding Offset type LTFT is not available anymore;
10. ISTA D/+ the information regarding indications of Lambda indications of the wideband probes is not available (only Voltage);
11. ISTA D/+ the information regarding Integrators is not available anymore;
12. ISTA D/+ turning off cylinders does not work; when disconnecting any cylinder, observation of other data is not possible;
13. ISTA D/+ the information regarding indications of the detonation (knock) sensors is not available.

INPA, in turn, has the following problems:
1. Integrators are not visible in the fuel mixture menu;
2. NOx sensor menu is not working;
3. Test data of the chemical efficiency of the injectors and mechanical efficiency of cylinders are not available (true thou – the live data of the corrections of injectors are available – it makes us happy in some way).


If there was no INPA, the situation would be close to hopeless. I really do not understand, how the dealer center can help the cars with these engines. More precisely – I understand, why the dealer centers are not able to help if these engines do not work as intended.