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      12-05-2014, 05:23 PM   #1
Yozh
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Code 4530

Here is a fault script:
Code 4530: Charge pressure control error / TCU pos / Air-filling control / Air charge control, anomaly / Air-filling control, deviation / Air-filled deviation

Our cars have three control valves for the exhaust/charge stages. Two on the exhaust side and one on the air side. Just some background to start. I know it is readily available, but thought I'll throw some tidbits here anyway.

-One is a turbine control valve that gradually switches, via a pressure converter, from high pressure (small turbine) to low pressure (large turbine). Here is an official text:

"The turbine control valve opens a bypass channel on the exhaust side to the low pressure stage (past the high pressure stage).
It is operated pneumatically by a vacuum unit and can be variably adjusted. An Electro-pneumatic pressure converter (EPDW) applies vacuum to the vacuum unit. In development, the turbine control valve is referred to as the main control valve."

-Another controls the wastegate also through a pressure converter. Here is an official text:

"On reaching the nominal engine output, the wastegate opens to avoid high boost and turbine pressures. A part of the exhaust gas flows via the tailgate past the turbine of the low pressure stage. It is operated pneumatically by a vacuum unit. The wastegate can be variable adjusted."

-And last is a compressor bypass valve that is controlled by an electronic changeover valve (either on or off). Here is an official text:

"The compressor bypass valve controls the bypass of the high pres- sure stage on the air intake side. It is operated pneumatically by a vacuum unit. The compressor bypass valve is either fully opened or completely closed. An electric changeover valve (EUV) applies vacuum to the vacuum unit."

Here is a diagram:

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The pressure converters that control the turbine control and wastage control valves are infinitely adjustable. Look like this:

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The electric changeover valve that control the compressor bypass valve on the air side is either on or off:

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And here is a vacuum routing diagram. The diesel tech has one, but it's a bit outdated and more convoluted, so realoem it is:

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#1 are pressure converters. The one further back is a turbine control valve and the one forward is a wastegate control one.
#4 is a compressor bypass control valve. And it is actually the same as the one that controls the engine mounts and the EGR cooler bypass.

So, here is how it works:

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Anyway sorry for all the background, but may be will be helpful.

Back to the code. This 4530 is what I throw, and it actually explains why I run rich. From my research, it is either the pressure converters or the vacuum lines. Felt like car was down on power in the upper ranges (after 2500rpm). I thought it is turbo control valve or compressor bypass related.

Here is what I did to diagnose the problem:

-disconnect either of the pressure converters, different codes thrown, of course;
-replace vacuum lines with silicone;
-swap turbo control and wastegate pressure converters;
-swap compressor bypass and EGR cooler bypass electric changeover valves;

Still throw the 4530 code, but now more often. No SES, just the limp mode. I'm leaning to one of the pressure converters being fried. And I think this code 4530 is a more generic than specific. I thought that if something is fried, I would be throwing a different code. i.e.: if it was the turbo control valve and no its controlling the wastegate, it would throw a different code. Still am running rich, need to check parameters. Feels like car has more power now, but still not the same as it should.

My next step is to buy a new pressure converter and see if that changes anything.

If anyone and any bright ideas on what else I should look at or any specific parameters I should be monitoring, please give me your guidance.

Later, I will try to post some pictures to show how much of a pita is to get to all these components.

Cheers.
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      12-06-2014, 07:17 PM   #2
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I have the same code and will be taking care of it on Monday.

What silicone tubing are you going to go with?

Here are a couple threads I found helpful:

http://www.e90post.com/forums/showth...=710353&page=3

http://www.e90post.com/forums/showthread.php?t=876519
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      12-06-2014, 09:27 PM   #3
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I think this code is quite generic that may cover issues related to any of the three control valves. Shorts and electric problems on the three will garner a different error code.

Thanks for the threads I shall check them out.

I had some ugly blue silicone hose kicking around that I used temporarily, it fit perfect as had a 5mm ID. I shall buy just plain black to keep OEM look and will try to find the one that is oil resistant. Alternatively, I may use Viton hoses. They are pricy but are still temperature resistant to 200F and are oil/fuel etc resistant as well. May be an overkill though. I also like the braided outer shell, so if I will not find any like that I may just do my own braiding. I have some nylon ones around.
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      12-06-2014, 09:30 PM   #4
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Update: drove the car for over 200mi after the "repair". Drives so much better with much more get up and go. Getting to higher rpm ranges still triggers limp. I figure it must be the pressure converter that I had moved from the turbo control to wastegate control. And it makes sense. Will order a new pressure converter and will update. My local dealer wants $233, lol. Will have to get from other vendors.
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      12-06-2014, 10:22 PM   #5
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If I can get it back from my buddy who "borrowed" my vacuum gauge a while ago we can check each controller on the vacuum gauge and look for sticky spots on the compressor by-pass etc, flaps etc. With the smokey tune your running you could have a gummy controller. Or we break out my multimeter and compare my resistances to yours to see if there is a big discrepancy. I haven't checked the wiring diagrams you sent me but a lot of times they tell you the resistances right on the diagrams.
Also try new line hose and fitting for heat/oil resistant hose. Checking hoses is easy block one end and blow into the other, doubt its your hoses, after ten years sure but shelf life on hoses are normally 5-10 years.
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      12-06-2014, 10:52 PM   #6
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Did the 5mm hoses fit well? I thought the factory size is 3.5mm.

Also, the best price I have been able to find on the converters was from Husker Parts (http://www.huskerparts.com) at $107.
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      12-07-2014, 04:20 AM   #7
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Quote:
Originally Posted by glitdi View Post
If I can get it back from my buddy who "borrowed" my vacuum gauge a while ago we can check each controller on the vacuum gauge and look for sticky spots on the compressor by-pass etc, flaps etc. With the smokey tune your running you could have a gummy controller. Or we break out my multimeter and compare my resistances to yours to see if there is a big discrepancy. I haven't checked the wiring diagrams you sent me but a lot of times they tell you the resistances right on the diagrams.
Also try new line hose and fitting for heat/oil resistant hose. Checking hoses is easy block one end and blow into the other, doubt its your hoses, after ten years sure but shelf life on hoses are normally 5-10 years.
Thanks Joe, you are right on the spot for checking the electrical and pneumatic parameters of the controllers. And wiring diagrams do not have any electrical ratings except colour coding and connector numbers. I did check the resistance on both pressure converter contacts, and it was 14.5 Ohm. Within spec from Pierburg. For reference here is what I have found on checking these controllers.

Techie info in general:
http://www.pierburg-service.de/ximag...087_en_web.pdf

Checking the Electronic Changeover valves:
http://www.pierburg-service.de/ximag...050_en_web.pdf
http://www.partinfo.co.uk/files/Elec...%20control.pdf

Checking the Pressure Converters:
http://download.ms-motor-service.com...065_en_web.pdf
http://download.ms-motor-service.com...076_en_web.pdf

I think my hoses were fine as well. But I still will change them to better ones (Viton?) There are some bends that I did not like.

BTW, has to be very careful pulling the old hoses off. They are so backed-on there that plastic nipples especially on the vacuum chamber are dangerous. I broke one and had to epoxy it back on. Dang. Better to cut off the old hose and then carefully cut then off the nipple. At least that is what I found worked for me. Or rotationally loosen with pliers and then pull-off.

My suspicion for my failures is probably heat burn of one of the pressure converters (turbine control). It's further back and I had my differential pressure tubes fall off my damn Ecotune downpipe. Nothing like nice hot exhaust gas blowing right in the area of the controllers. My differential pressure sensor has some melted plastic on it. I am sure it's an internal diaphragm that has failed. Just a hunch.

Quote:
Originally Posted by 9mmkungfu View Post
Did the 5mm hoses fit well? I thought the factory size is 3.5mm.

Also, the best price I have been able to find on the converters was from Husker Parts (http://www.huskerparts.com) at $107.
Thanks for the husker ref. Will check. Here is the diagram for vacuum connection sizing. But a lot of info in the DieselTech document is Euro related and may be different. They say 8mm. However, I did check with a calliper and ID was just under 5mm for the turbo/wastegate/compressor bypass lines. OD was just over 7mm.
I guess I should measure the odd silicones ones I had kicking around to make sure it's within spec, but they fit beautifully.

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Last edited by Yozh; 12-07-2014 at 05:02 AM.
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      12-08-2014, 10:52 PM   #8
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Mine is going to need a new vacuum canister as the old one was so brittle, it was falling apart.

Also, BMW has a service bulletin for these. It's SI B12-10-09 and I have attached it below:

SI B 12 10 09
Engine Electrical Systems February 2009
Technical Service

SUBJECT
E90, E70 M57Y Diesel - Diagnosis for DDE FC 4521/4530
MODEL
E70, E90 with M57Y engine
SITUATION
The Service Engine Soon lamp is illuminated (with a "Reduced Engine Power" message displayed in the CC), and one of the following fault codes may be stored in the DDE control module:
4521 – Charge air pressure control, control deviation, charge–air pressure too high
4530 - Charge air pressure control, control deviation, charge–air pressure too low.
CORRECTION
The possible causes for the induction undercharge/overcharge faults are:
Charged air leakage between the turbochargers and the intake manifold;
Air filter or air path before turbocharger clogged;
Incorrect operation of turbochargers actuators (low vacuum supply for wastegates, compressor bypass valve jammed, etc.);
Intake manifold pressure sensor malfunction;
Excessive backpressure in the exhaust system.
IMPORTANT:

Do NOT perform the ISID test module B1365_D7LMS (Air Mass System Test) which is called for the faults 4521/4530. The test module, in its current version, is not applicable for the M57Y US engine version and may produce implausible results, leading to unnecessary component replacement. Test module B1365_D7LMS will be corrected with future releases of ISTA/D.

In case fault codes 4521 or 4530 are stored, perform the following test modules:

B1362_D6TRK (Turbine control flap – wastegate control of the smaller turbocharger);
B1362_ D6WGV (Turbine control flap – wastegate control of the larger turbocharger);
B1362_D6VBK (Multistage turbo charging – US diesel).
To check the integrity of the intake system, perform the smoke test, using BMW approved smoke generating equipment (VACUTECreg; Smoke Machine 625-522B-BMW).

Refer to SI B16 01 07 for detailed information related to the VACUTECreg; Smoke Machine 625-522B-BMW.
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      12-09-2014, 10:24 AM   #9
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A lot of good info in this thread. Thanks for posting.
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      12-10-2014, 02:47 AM   #10
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Thanks TDI.

Thanks 9mm for posting that SIB. Interestingly, with the FC 4530 they call for a too low of a charge air pressure which could be related to a bad turbo swithover valve or a bad compressor bypass valve. Wastegate? I am not too sure. They discuss the wastegate but also refer to high pressure and low pressure side ones. I thought there was only one wastegate. May be it is turbo switchover reference. Anyway, judging from the SIB, all three controllers need to be checked as I have originally thought.

And this also proves that FC 4530 is quite generic. I was getting it as a shadow code when I am quite certain, low pressure side was not kicking in (large turbo), turbo switchover valve. I was running rich and smokey. I have moved the pressure converters around and swapped the electric changeover valve form the EGR. Now I am getting great power, not running rich and smokey and feel that turbos are both working. But at higher rpm, I get a limp mode, no SES light and still a shadow 4530.

So, the pressure converter is on order and we shall see if it was it. Hopefully. Otherwise, it is something stuck, like a wastegate.

Also, I suppose I should go and check the red charge pipe....
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      12-10-2014, 04:51 AM   #11
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Here are some pictures. Plain RED arrow is where the front of the car is.

Turbos with a top heat shield removed. Aft of the turbos is where all this mess is mounted. Already removed in this photo.

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Electrical connectors that need to be disconnected and freed in order to remove the mounting bracket with the pressure converters and vacuum canister.

-Two (2) EGT sensor connectors
-O2 Sensor connector
-DPF Differential Pressure Sensor Connector
-Compressor Bypass Switchover Valve Connector
-Exhaust Gas Pressure Sensor Connector
-Plus two (2) connectors to pressure converters

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Mounting bracket had a vacuum canister built-in. Shows the locations of where some connectors attach.

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Pressure Converters hide here. I do not know if it is possible to swap one of these without removing the whole bracket. May be, but I have not tried.

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Plastic bracket removed to show how the pressure converters attach.

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Compressor Bypass Valve Electric Switchover Valve is mounted on the bottom metal bracket and is just clipped onto it. It is possible to remove this valve without removing the whole plastic/metal bracket that houses pressure converters and vacuum canister. One would need to disconnect the electrical connector and two vacuum feeds. Then unclip the valve by pulling forward towards the front of the car.

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Close-up

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      12-10-2014, 11:59 AM   #12
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Thanks for the pictures. Just an update on my pressure converters: they actually ended up being fine. It was the vacuum lines causing the fault codes. Once the vacuum lines were replaced, the 4530 code went away and power was restored.
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      12-10-2014, 02:07 PM   #13
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Yohz, this is real nice to photo all of this and the wonderful tech data too. 2 things.
1)How the heck did E90post allow all of these photos to be brought in and high def ones too? I always run into file size limit.I do a direct post from local store of files on hard disc and don't use the photo bucket method. Is the online store allowing you to somehow bypass these limits?
2) Moderator, this one is likely to need a sticky or atleast I nominate it for a sticky.
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      12-11-2014, 12:30 AM   #14
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Thanks for your confidence BB_cuda. I wish I would be able to provide a better diagnostic algorithm for these controllers for this post to be worthy of a sticky. I just thought to make this thread as some of these issues pop up on the European scene and not in such a distant future we shall see them as well. I ran some parameters tonight and may be will post graphs here.

For the photos, I have this old small Canon 6mp camera that has been in a sand in Fiji, but it takes great macros. Before uploading I resize just under the max allowed size, I think something like 1500x1200, and they turn out to be not bad.
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      12-11-2014, 12:36 AM   #15
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Interstingly, exhaust gas pressure does not go past a certain point. Does it mean that the wastegate is operating properly. Graphs are my drive home mainly in a city and rush hour traffic. Done through BMWHat parameter logging.

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      12-11-2014, 12:39 AM   #16
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This is the functioning of the turbine bypass valve, the one that opens from high pressure (small turbo) to the low pressure (large turbo). In %. You can see that this goes hand in hand to the above graph.

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      12-11-2014, 12:48 AM   #17
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Setpoint for boost look fairly obvious

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      12-11-2014, 01:11 AM   #18
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I think the top on one is a high pressure side and bottom is a low pressure side.
What is an anomaly is that dip over the 16-121 points that is not present in the high pressure side.
Negative deviation is an overboost condition. And if it is on a low pressure stage then this looks potentially like a wastegate.
This is a spot I have laid quite heavy on the throttle but got some flat spotting. Too bad I did not track boost.

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      12-11-2014, 09:14 AM   #19
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Quote:
Originally Posted by Yozh View Post
...
Negative deviation is an overboost condition. ...
Love the data.

You might be interested in this plot of similar parameters from some testing I had done early on with the Ecotune/DPF stuff.

http://www.e90post.com/forums/showpo...&postcount=701

I overlaid the desired and actual boost along with the deviation for a full fueling run. Because the system doesn't have an infinitely fast response time the "actual" boost has a slight time lag as the system tries to hit the "desired" boost. It's possible to get negative and positive deviations that are not necessarily due to an over/under boost condition, but rather time delay in the system responding the new "commanded" points from the maps.
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      12-11-2014, 10:59 AM   #20
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Just curious, Have you done a smoke test to check for any intake leaks?
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      12-11-2014, 05:34 PM   #21
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Quote:
Originally Posted by iaknown View Post
Just curious, Have you done a smoke test to check for any intake leaks?
I have not yet. But if there is a leak, it would be at higher PSI.
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      12-11-2014, 05:37 PM   #22
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Quote:
Originally Posted by TDIwyse View Post
It's possible to get negative and positive deviations that are not necessarily due to an over/under boost condition, but rather time delay in the system responding the new "commanded" points from the maps.
Thanks TDI. I wish I would have a BT tool so I can see actual vs desired. For now I am limited to BMWhat and Torque.
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