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      02-08-2016, 11:18 AM   #1
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Diesel Engines & Carbon Build Up...

Anyone on here with Diesel engine experiencing the carbon build-up issue?
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      02-08-2016, 11:49 AM   #2
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This person has

http://www.bimmerfest.com/forums/sho...t=carbon+build
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      02-08-2016, 01:06 PM   #3
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Sounds very strange to me, but maybe there is a difference between the 30d en 35d

If I have been driving traffic jam style or eco pro low speed for a considerable amount of miles, the particle filter will start Cleaning it self.

I have driven 53000k and NO issue. None of my friends with 530d's and so on, have reported this to be an issue. That said I always use premium fuels, but should not make any difference in the Netherlands. That's more or less a rip off just to make me feel better
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      02-08-2016, 01:11 PM   #4
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Should have read the rest, as it mentions carbon building up in the engine
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      02-08-2016, 10:18 PM   #5
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I would bet it has to do with the relatively low compression ratio these have or the EGR (exhaust gas recirculation) system is faulty.

With low compression, not all of the fuel is burned completely which leaves fuel on the piston tops and tops of the combustion chamber, and it burns to the surface which leaves carbon build up.

If it is really soot (same carbon but not burned on rock hard like above) then it is emissions related - which is easier to fix.

On my diesel pick up, I removed the EGR and now the system looks typical diesel - a bit sooty in the turbo, but nothing a good couple of wide open throttle runs with Stanadyne won't correct.
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      02-09-2016, 09:50 AM   #6
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Driving style can play a big role in this. Agree with 42pilot, WOT pulls tend to keep things from building up. Advice would be "drive it", put your foot into it. I've had some EGR issues with my 35d, as well as having both turbos replaced
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      02-09-2016, 07:57 PM   #7
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Quote:
Originally Posted by stewy604 View Post
Driving style can play a big role in this. Agree with 42pilot, WOT pulls tend to keep things from building up. Advice would be "drive it", put your foot into it. I've had some EGR issues with my 35d, as well as having both turbos replaced
Are you saying you've had EGR and turbo problems with your 2014 35d?
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      02-10-2016, 10:14 AM   #8
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Quote:
Originally Posted by 42pilot View Post
Are you saying you've had EGR and turbo problems with your 2014 35d?
Yep...EGR pressure switch within 5 mins of leaving the dealer. EGR temp sensor about 6 months following, and had the turbo replaced just before Christmas. I've got just over 60k on the odo.
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      02-10-2016, 12:17 PM   #9
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Quote:
Originally Posted by stewy604 View Post
Yep...EGR pressure switch within 5 mins of leaving the dealer. EGR temp sensor about 6 months following, and had both turbos replaced just before Christmas. I've got just over 60k on the odo.
That's shocking, what was wrong with both turbos?
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      02-10-2016, 08:32 PM   #10
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Originally Posted by stewy604 View Post
Internal wastegate (I believe) on one of them...I pushed BMW Canada to replace both to be proactive. They approved it.
That sucks - truly. That's a great heads up for the rest of us.

I don't mean to sound like an ass, but our 2014+ model year N57TU motors have only one turbo. The turbo is a variable geometry turbo that is much more efficient (and thereby highly reliant on sensors) than twin turbos. In addition, diesel turbos don't have wastegates - they are not needed as they will take as much air as you want to push, and there is no butterfly valve in the intake to slap shut and stall or damage a compressor like a gasser. Even my 05 Powerstroke uses a VGT turbo and it's 11 years old. But this is why we get max torque of 413 lb ft at 1,500 rpm - variable vanes are engaging the turbine to spin with next to no turbo lag, unlike the twin turbo used to TRY to eliminate. The reason for a lag up to 1,500 rpm is because of the length of the intake system, but it is still impressive.

If the dealer told you they replaced two turbos, they lied - if your signature is correct. The 2014 N57TU engine training manual I have also clearly shows one turbo. They probably replaced the turbo and the solenoid that adjusts the VGT. That's still a big deal.
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      02-11-2016, 09:45 AM   #11
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^^ No offence taken man. I had always been suspicious of that, since I had assumed the same (single turbo). I'd have to pull the work orders to see exactly what they did. I'll post my findings. As with any warranty repair, its usually just a matter of seeing that $0 invoice. I'll definitely bring this up, more on a matter of principle, with my CA next time I'm at the dealer.
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      02-11-2016, 12:58 PM   #12
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Quote:
Originally Posted by stewy604 View Post
^^ No offence taken man. I had always been suspicious of that, since I had assumed the same (single turbo). I'd have to pull the work orders to see exactly what they did. I'll post my findings. As with any warranty repair, its usually just a matter of seeing that $0 invoice. I'll definitely bring this up, more on a matter of principle, with my CA next time I'm at the dealer.
I would appreciate seeing the work order. Since we own essentially the same car, I am always looking for potential problem areas and looking for ways to avoid the problem or at least prepare for it. You can't imagine the amount of work I did on my 6.0L Powerstroke to make the engine bomb-proof. A bazillion hours of research, and full weekend under the hood, but I now have a truck I can trust, diagnose and work on - in the field if required.
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      02-12-2016, 09:53 AM   #13
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I'll dig it out when I get home tonight.
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      03-03-2016, 08:33 PM   #14
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Quote:
Originally Posted by 42pilot View Post
I would appreciate seeing the work order. Since we own essentially the same car, I am always looking for potential problem areas and looking for ways to avoid the problem or at least prepare for it. You can't imagine the amount of work I did on my 6.0L Powerstroke to make the engine bomb-proof. A bazillion hours of research, and full weekend under the hood, but I now have a truck I can trust, diagnose and work on - in the field if required.
would love to hear more. and, the bmw and ford diesel motors are that similar? thanks..
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      03-03-2016, 10:44 PM   #15
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Quote:
Originally Posted by leo95se View Post
would love to hear more. and, the bmw and ford diesel motors are that similar? thanks..
The physical motors aren't - one being a V8 and the other in-line 6, but the principles of the systems are similar (except the fueling). One thing is for sure - the BMW has a bazillion more sensors and computing power than the PSD. In my opinion, that is NOT an advantage.
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      03-04-2016, 06:51 AM   #16
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I agree. Id hope the simplicity of a deisel motor would be sufficient for reliability. It's probably emissions based (plus the random gadgets and reporting)
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      03-04-2016, 07:02 AM   #17
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I was thinking that, too, 42pilot. Was wondering where this second turbo was hiding on an N57
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      03-04-2016, 10:04 AM   #18
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Quote:
Originally Posted by lowlevelhell View Post
I was thinking that, too, 42pilot. Was wondering where this second turbo was hiding on an N57
Oversight and mistake on my part.
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      03-05-2016, 09:16 PM   #19
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Quote:
Originally Posted by lowlevelhell View Post
I was thinking that, too, 42pilot. Was wondering where this second turbo was hiding on an N57
There is only one turbo on these engines. They use VGT (variable geometry turbos) which means the vanes on the turbine (hot or exhaust) side of the turbo can be rotated via a solenoid depending on engine speed, throttle position, etc., in order to reduce turbo lag. This is one of the reasons turbo motors these days provide torque at very low RPMs - gas and diesel. Once the turbo gets to the desired boost level, the vanes are rotated to a lower angle of attack, or aspect ratio, and the turbo produces less or more consistent boost, whichever is required by the ECU map.
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      03-06-2016, 06:52 PM   #20
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Quote:
Originally Posted by 42pilot View Post
There is only one turbo on these engines. They use VGT (variable geometry turbos) which means the vanes on the turbine (hot or exhaust) side of the turbo can be rotated via a solenoid depending on engine speed, throttle position, etc., in order to reduce turbo lag. This is one of the reasons turbo motors these days provide torque at very low RPMs - gas and diesel. Once the turbo gets to the desired boost level, the vanes are rotated to a lower angle of attack, or aspect ratio, and the turbo produces less or more consistent boost, whichever is required by the ECU map.
Yes I know. That was sarcasm. That's why it caught my eye about having "both" replaced.
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      03-06-2016, 08:49 PM   #21
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Quote:
Originally Posted by lowlevelhell View Post
Yes I know. That was sarcasm. That's why it caught my eye about having "both" replaced.
Sorry
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      03-07-2016, 07:05 AM   #22
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Haha no worries! My knowledge isn't as extensive as yours when it comes to turbo tuning, but I've got counting nailed
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