BMW Common Engine/Injection Error Codes / Fault Codes List 2D00-2FB7 + CD87-CDAC [E46, E39 etc.]

2711-273F, 2740-2772, 2773-279F, 27A0-27FF, 280A-29FF, 2A01-2CFF, 2D00-2FB7, CD87-CDAC,

2D00 spring-check throttle-valve-actuator
closing spring
2D01 spring-check throttle-valve-actuator
opening spring
2D02 error emergency air setpoint
2D03 Abort DV-adaption because of enviroment
2D04 throttle valve adaption
2D05 Abort at UMA-repeat learning
2D08 parts exchange without adaption
2D0F Hot film air mass meter
2D10 Plausibility HFM
2D11 Plausibility, mass flow Lambda sensor
2D12 Plausibility, mass flow Lambda sensor
BAnk2
2D19 PWG-movement
2D1A accelarator potentiometer
2D1B Pedal-travel Poti1
2D1C Pedal-travel Poti2
2D28 Diff. pressure sensor suction tube
2D29 Plausibility diff. pressure sensor
2D32 Plausibility pressure sensor intake tube
2D6E moment monitoring level 2
2D6F Load sensor monitoring
2D70 Control unit monitoring group A
2D71 Control unit monitoring group B
2D72 Control unit monitoring group C
2D73 fuel pressure sensor
2D74 funktion monitoring: Lambda Plausibility
2D75 engine speed monitoring
2D76 pedal encoder monitoring (level2)
2D78 Control air mass flow adjustment
2DB4 interface MFL
2DBF CAN ACC signal failure
2DC8 CAN- Timeout EGS
2DCA CAN timeout EGS
2DCB CAN SSG signal failure
2DCF CAN- Timeout instrument combination
2DD6 CAN- Timeout ASC/DSC
2DD7 CAN timeout DSG SG
2DD8 active front steering torque
2DD9 CAN ARS signal failure
2DDA CAN CAS signal failure
2DDB CAN IHKA signal failure
2DDC CAN SZL signal failure
2DDD CAN-Timeout VVT-Control unit
2DDE VVT-CAN-communication
2DDF VVT-CAN-communication (bank2)
2DE6 CAN-Timeout DME-Control unit
2DEB power management network failure
2DEC power management
2DED Powermanagement: quiescent current
violation
2E24 spark coil cylinder 1 in 1. ignition
sequence
2E25 spark coil cylinder 2 in 4. ignition
sequence
2E26 spark coil cylinder 3 in 2. ignition
sequence
2E27 spark coil cylinder 4 in 3. ignition
sequence
2E30 injection valve cylinder 1 in 1. cylinder
sequence
2E31 injection valve cylinder 2 in 4. cylinder
sequence
2E32 injection valve cylinder 3 in 2. cylinder
sequence
2E33 injection valve cylinder 4 in 3. cylinder
sequence
2E68 Knock sensor 1
2E69 knock sensor2 (Bank1)
2E6A Knock sensor 3
2E6B Knock sensor 4
2E7C BSD wire failure
2E86 Electrical water pump
2E8B IBS communication
2E8C IBS general error
2E8D IBS plausibility
2E95 generator communication
2E97 CDKDGEN/CDKGEN - BSD generator
2E9F Failure oil quality sensor
2EA0 Oil status sensor
2EB8 BSD-message from IBS not existent
2EBC BSD message from oil sensor missing
2EBD BSD message from generator missing
2EBE BSD message from generator missing
2EE0 Temperature sensor engine cooling liquid
2EEA Temp. sensor coolant temperature
2EF4 Thermostat characteristic diagram cooling,
mechanical
2EF5 Thermostat characteristic diagram cooling,
activation
2EF6 characteristic diagram thermostat
2EFE engine blower
2F08 Intake air temperature
2F0D Control controlled airflow
2F12 Air conditioner compressor control
2F17 Forced switched EGS
2F1C oil temperature sensor
2F21 engine controller, power reduction
2F44 EWS3.3 manipulation protection
2F45 EWS3.3 Interface DME-EWS
2F46 EWS3.3 Random-code storing
2F4E Vehicle speed
2F50 failure at speed-display kombi
2F58 Control starter automatic
2F59 Input starter automatic
2F5A Start automatic control
2F62 Switch brakes
2F67 Switch clutch
2F6C Control exhaust flap
2F71 E-Box blower
2F76 Ambient-pressure sensor
2F7B oil pressure switch
2F80 error CAN / relative timer
2F85 DME- Temperature
2F8A Battery Voltage
2F94 fuelpump relay
2F99 Ambient temperature
2F9E Thermical oillevel sensor
2FA3 HO-proc.failure, coding missing
2FB2 suction jet pump for brake force amplifier
2FB7 electr. under pressure pump for brake
booster

CD87 PT - CAN bus off
CD8B Local CAN Bus Off
CD9B status vehicle-mode
CDA1 angle of steering wheel
CDA2 powermanagement battery voltage
CDA3 powermanagement charge voltage
CDA7 status gear reverse
CDAA control crash-switch-off EKP
CDAC status water valve

DIS v44: Diesel Injector Coding / Programming Guide

If an injector is replaced it needs coding to the ECU. Once you know what to do, injector coding is a pretty quick and easy job, all 6 can be done in about 15-20 minutes. You will need a working install of DIS and EDIABAS, so a download and setup-guide is in this post. The code is 6 or 7 digits and printed on the top of each injector, more information in this post.

** Connect a float-charger to the battery before coding with DIS ** The process takes 10-20 minutes if all goes well, but it is not worth the risk of doing adjustments to the ECU without one.

1. Connect car to DIS and perform API test.

2. Click on 'Diagnosis'.
3. Select 'Series' and 'Model series', then click the forward arrow.
4. Click on 'Yes' to start the 'Short-test', wait a few minutes for it to complete and click the forward arrow.

5. Click on 'Function Selection'. (Bottom left.)
6. Select 'Service Functions'.
7. Select 'Drive'.
8. At EGS transmission control prompt, select 'No' if your car is manual, 'Yes' if automatic, and click OK.
9. Select 'Diesel Electronics'.
10. Select 'Adjustment Programs'.
11. Select 'Injector rate adjustment' so it is highlighted in black.
12. Click on 'Test Plan'. (Bottom centre.)

13. Check 'Injector rate adjustment Bxxxx_Dxxxxxx' is highlighted and click the forward arrow.

14. Wait for the fault memory to be read and at the 'Fault codes are stored...' prompt click the forward arrow.
15. Wait for the current calibration values to come up and click the forward arrow.

16. Select '1' (Enter new calibration values) and click the forward arrow.
17. Enter the number of the injector into the keypad to be re-calibrated and click the forward arrow.
18. Enter the new injector code into the keypad with no spaces and click the forward arrow.

19. If more than one injector needs coding, select 'Yes' to the prompt and click the forward arrow, then repeat the last 2 steps for each injector number. If not, select 'No' and click the forward arrow.
20. Select '2' (Save calibration values) and click the forward arrow.
21. Check the values are correct, select 'Yes' and click the forward arrow.

22. When the new values are displayed click the forward arrow.

23. Select '3' (End) and click the forward arrow.
24. When 'End service function' is displayed click the forward arrow.
25. Shut down DIS and disconnect the car.

http://www.instructables.com/id/BMW-Diesel-Injector-Coding-with-DIS-v44/

E60: New Engine Tune Up Part 5 - Injectors / Smooth Running Control

The car is running OK, but the lumpy idling is still annoying me. Others don't notice it and I should probably just throw the acoustic-covers back on and just enjoy the car, but the urge to investigate the smooth-running control issue [this post] was just too great and a big job has broken out yet again.

I repeated the smooth-running measurement and injector 5 was still giving zero reading, so I bought a re-conditioned one off eBay for £45. I had also noticed oil running down the centre of the rocker-cover that seemed to be leaking out from the rear injector ports, so my logic was if they were coming out for cleaning and re-seating I may as well replace no. 5 and not worry about having to do the work again if it was indeed faulty. Saturday's jobs are listed below:

• Replaced injector 5.
• Removed / cleaned injectors.
• Refitted rocker-cover and injectors carefully!
• Repaired sheathing of inj. 5 ground wire.
• Cleaned MAP sensor.
• Put swirl-flap actuator back on vac-line.
• Made sure inj. leak-off hose is secure! [It popped off while working on it, lost £5 fuel at least.]

BEGINNING DIESEL INJECTOR CODING:

In the days leading up to the work above I was contacted by another user who had the same issue with the smooth-running readout. They had fitted a brand new injector to the cylinder showing zero and it had made no difference to the readout. I hoped mine would not turn out the same way and the new injector would cure the problem, but it did not. A crushing final smooth-running measurement still showed 0.0 for injector 5 and the idling remains the same. My contact feared a fried ECU / DDE and had theirs tested, but it came back with no faults. This is unlikely anyway if the car is running OK and it turned out to be a software problem with the scanner. Later using INPA on my laptop I was able to view correctional-amounts for all 6 cylinders, so no. 5 was likely never a serious problem. Better yet, the amounts shown for mg/stroke were more realistic and not 100mg out like before. Never the less, the poor idle remained.

I was now informed that if an injector had been replaced then it would need coding. Basically, every injector has a slightly different correctional-value and is given a unique code. These are stored by the ECU after assembly, which then operates each injector perfectly within the parameters set by each code. When a new injector is fitted the ECU needs to be recoded accordingly. The codes are found in the lower-left quarter of the markings on top of the injector, shown in the photos. M57NTU BMWs used Euro 3 v2 injectors in 2003 and from mid-2004 used Euro 4 injectors. These are interchangeable, even late E39 units work, but injectors made after 2007 for the later M57NTU2 do not. A great guide on BMW diesel injector codes is here - http://www.bmw-planet.com/diagrams/release/en/zinfo/FIN0201FB47TU033.htm.

As each cylinder is coded to a specific injector the order the injectors are fitted in is critical and must remain the same. This got me wondering if that could be the cause of the lumpy tickover after all. During the whole course of the swirl-flap repair and then engine swap these same injectors have been removed from the head half a dozen times. It is possible that during nozzle-cleaning or engine-swap teething troubles that one or two may have become jumbled. The only way to know is to read the code sequence on the ECU and match them to the codes on the injectors, so I fired up the scanner and went into Injector Programming. What I found was the picture below. Only 1-4 showed up with codes and only the first one matches any of my injectors. No. 5 and 6 are blank, but only 1 and 2 can be selected to alter the code anyway, so it would seem that the scanner I am using is unsuitable for complex BMW work - it is, after all, optimised for Transit vans. I have now procured some dedicated diagnostic software and a BMCables.com blue OBD-USB cable, which will hopefully give an improved result like it did with the smooth-running readout. If the codes still don't match my injectors then they're not the originals and were never coded in anyway, putting the idle problem into a different court entirely. Only time will tell, as INPA does not work for injector-coding on diesel Beemers - for that you need DIS and it has been so hard to set up that I will have to cover it in later posts.

My current injector codes are:

1 - 7G1R6A [Euro 3 v2]
2 - ASR1CE [Euro 3 v2]
3 - 6RH1DW [Euro 3 v2]
4 - BZZNBI [Euro 3 v2]
5 - 7GZ6417 [Euro 4]
6 - B1APEI [Euro 3 v2]

E60: New engine tune-up Part 4 - Waste-gate + Pressure-converter.

After the last tune-up [here] the stifled boost remained. Up to about 2000rpm the power was ok, but after that, when the real boost is expected to come in, it wouldn't. Rev and noise would rise with no acceleration. All that exhaust gas was just escaping through an open waste-gate, signified by a constant 'dump-valve' style hiss. At this point i really got my head around the vacuum-actuated turbo setup and tested the vacuum-tank [3 in diagram] and each hose individually for leaks, finding nothing. In a last ditch attempt to try and get the E60 boosting again I replaced both the waste-gate [with the slightly shinier one from my old turbo] and the electronic pressure-converter that controls it [1 in diagram].

This finally gave some results. Boost is now back and the long drawn-out hissing has gone, though there is still a short gap in between low and high boost. If you are rolling slowly in 2nd or 3rd gear and plant the throttle, the car surges forward then hesitates with a hiss for a moment before full boost comes in and the hiss stops abruptly, however this is only noticeable when accelerating in this way. A slower rate of acceleration gives an almost unnoticeable transition to the point where full boost can be applied and the car pulls away. This is also true when cruising a bit faster in 2nd or 3rd, where the waste-gate has had time to shut and full boost acceleration is instant. This to me suggests there is still a vacuum problem and I will have to re-check the hoses going under the steering to the engine-mounts, as they're the only bits I haven't been over a dozen times. The car is useable at full boost now, so I know the new engine is running as it should and capable of giving the power I was used to before the troubles, but pulling away fast in 2nd from traffic lights is a bit long-winded and I find myself changing up to 4th pretty sharpish before I feel confident enough to grill it. Really though, how often do I need to pull away fast without waiting in gear for a second before doing so? Perhaps I'm asking too much...

The next engine jobs will be focused on smoothing the rough idle, though in the meantime I threw in a mixture of Cataclean and Wynn's Injector Cleaner to see if that helped - half of each bottle added to 30 litres of diesel twice. I'm sure it did some good to the engine, but apart from making it a bit peppier for a couple of weeks there was no improvement to the idling situation. If the vacuum problem is not to blame then one or more injectors could be failing. There may even be a problem with the DDE controller, though this is extremely unlikely.

Next jobs:

• Redo smooth-running measurement.
• Replace / recode injectors if necessary.
• Check oil on rocker-cover. Is it leaking from 10mm injector-studs to head?
• Re-check all vacuum-tubing and replace where possible.

Future things to do / buy:

• Rear ball-joints / ball-joint tool. [Advisory on last MOT].
• Swap glow-plug module.
• Intake manifold ring profile-gaskets.
• Rubber rear exhaust-hanger.

E60: New engine Tune Up Part 3 - Glow-plugs / EGR / more vacuum hoses...

• Blank off swirl-flap vac-hose.
• Replace EGR vac-hose with one that came with new engine.
• Check wiring to GP module. (No replacement.)
• Remove and clean EGR.

Boost was lacking and noisy again so I figured there was more vacuum-leak. Assuming the redundant swirl-flap diaphragm was to blame I set about removing that hose completely from the servo-hose T-piece and fitting a blank stopper from the new engine. While doing this I found the vac-hose to the EGR was snapped off at the nozzle. Classic.

Trouble codes:

• All 6 glow-plugs no activation. Intermittent, but happened 31 times out of 40, all at the same times. I intended to swap the module for the one from my replacement engine, but couldn't find it amongst the parts so it mustn't have been included.
• [3FF0] Air mass meter failure.
• [4507] MAF controlled EGR flow too low. Both of these happened once around the same time as each other and have not happened since. Perhaps the snapped EGR vac-line could explain this.
• [4B10] Smooth running controller, correction quantity too high. This was the most intriguing of the codes as it had registered 9 times. 

Smooth running controller measurement:

This measures the amount each injector has to provide each time it is fired and how much the ECU needs to meter them. The ideal correctional values are between -2.5mg and 100mg per stroke, so as you can see my measurement is indeed showing very high amounts of correction. [NOTE: The reading is in kJ, not mg as displayed! Autocom GDP just does this. I get a proper reading in this post with INPA - http://beemerlab.blogspot.co.uk/2015/07/e60-new-engine-tune-up-part-5-injectors.html]. The reasons for this are faulty injectors, lack of cylinder compression and lack of flow to the EGR. At first glance it would appear injector 5 is giving no reading as there should be a correction value there, but the engine is running on all six cylinders therefore number 5 is firing. So what gives here? I started a thread on BMW Land [BMW Land is down for now sadly :(] with some damning results on injector 5, which I will have to investigate, play with the wiring etc. 

Another cause of low compression is a cracked / leaky exhaust-to-turbo manifold. This would also cause low gas flow to the EGR and stifle the amount of exhaust gas powering the turbo, explaining the boost problem. I will get someone to rev the engine as I feel round for a leak of hot gases, but if this turns out not to be the case then the only things left to do will be replace the waste-gate and/or pressure-convverter.

• Check for pressure leak from exhaust-manifold.
• Add injector cleaner and cataclean.
• Investigate boost actuator / pressure converter and waste-gate.