[janboshoff]

Hi all

I have a 2011 335d with 90,000 miles on it. Very well maintained to this point, with most all work done at BMW.

Below bullet point chapters in a long saga of fuel problems on this car:

1. Car would intermittently crank/no start over a period of 2 years. Would seem to start after letting it sit for some time (very frustrating).
2. When it finally failed (would not start no matter how much I cranked) the shop diagnosed low pressure fuel pump in the tank failure. I
   replaced this pump.
3. After replacement of the lp pump, it fixed the no start, but within 3 miles the car went into limp mode as a result of over-pressure in fuel rail, which upon diagnostic pointed to return valve from HPFP failing to actuate.
4. After 2 HPFP return valve replacements, (with no change in symptoms) I finally had BMW replace the high pressure fuel pump, as their diagnostic was that the HPFP was failing, resulting in small metal particles being deposited into the valve preventing it from actuating resulting in overpressure in fuel rail. Their thought was that these particles were likely also what led to the low pressure pump in the tank failing to start out with. I had the HPFP replaced.
5. However, replacing the HPFP did not fix the symptoms (limp mode due to high rail pressure, return valve failing on the diagnostic). When in the shop to further diagnose the above issue, I had them replace the diesel fuel filter. Their thought was though that there still was contamination in the fuel system, somehow making its way through the fuel filter into the hp pump, resulting in the same symptom as before.

I should note that in spite of the limp mode and apparent fuel problems, the car ran very well - no noticable misfiring, rough idle or any other noticeable change.

BMW, after having the car for a few weeks, finally recommended was that the fuel system contamination with microscopic metal particles can only be fixed by replacing the entire fuel system. I.e. fuel tank, pumps, fuel lines, rails etc etc. This repair would run in excess of $13k, more than the car is worth at this point. (!!)

I decided to take matters in my own hands, and bought a $20 fuel filter off eBay with a magnet and 3 micron sintered metal cartridge to fit on the fuel supply line downstream of the diesel filter to see if that would catch anything (part diagnostic, part hopeful repair). I did some minimal driving during this time while waiting on the filter (in limp mode) and right before I could fit the new filter, the car cut out on me on high DPF pressure and would not restart.

So it's not run since then and I'm slowly working my way through the list of items below in an attempt to fix it, but would love to hear your thoughts on this.

1. DONE - Removed the DPF and had the soot burned out at a DPF cleaning shop (it had 200+gm of soot on).
2. DONE - Installed the fuel filter. Not sure whether this will work in the end, haven't started the car yet.
3. REPLACED all the injectors. Note I initially tried to clean them, but opening them up was a bad idea and I screwed up 4 good injectors! DO NOT attempt to open the injectors to clean them. You will screw them up!
4. DONE - Pull, flush and air blow the diesel common rail and supply line - found some debris (minor) in the diesel rail.
5. Blow air through diesel return line back into fuel tank (DID NOT DO THIS)
6. DONE - Open fuel tank under seat, drain diesel and flush tank a couple of times. [I FOUND NOTHING IN THE TANK!]
7. DONE - Figured while I'm here, I'll go ahead and walnut blast the intake and clean the intake manifold as best I can (anyone tried a pressure washer with de-greaser?). Not completely clogged up here, but pretty nasty and would not want to get back into it.

I am STUMPED. After going through the above, putting everything back together, the car runs very smooth, however, it still goes into limp mode after 10 minutes of driving, with the same error (high rail pressure).

[Yozh]

I’m sorry you have to go through this. What an ordeal. Hope warranty of some sort is picking up the bill.

Hmm, sounds like the dealer does not know what they are doing. Replace the filter after they tried lpfp and hpfp. Right. Idiots. Generally, injectors are not serviceable. Opening them up is not a good idea either. You should have just tested them, usually $30 a pop. Btw, you will need to properly bleed the system after filter and injector replacement/removal.

Do you have the history of trouble codes that they pulled, they should all be on work orders from the dealer. Let’s start from codes.

Btw, intermittent crank no start could the cam position sensor. And it may present itself with no codes.

[janboshoff]

Oof, thanks for the feedback. Too late now, I opened and cleaned 4/6 injectors, all of which looked pretty caked on the outside. However, I was primarily driven by mystery microscopic metal particles. Can’t say that I felt any grit or could see anything. But the injectors were dirty on the outside. Cylinder 4 was the worst, and 5 and 6 looked almost brand new, so I didn’t mess with them, other than dipping the front in Mean Green in the ultrasonic bath for 5 minutes or so.

I did check the resistance on all the injectors - they are reading around 180kOhms each.

I will let you know how that turned out for me. They look great now that they are cleaned. Only area of concern to me is the thread sealant on the injector body connection. Will be using high temp thread sealant, hope that it will seal. Yikes.

I will see if I can pull together the code history. Problem is at some point when the non start became more prevalent, I tried a local Euro car specialist that I trusted. So there is a break in the code history.

Any way that the car history can be pulled from the car with ista? I’ve not yet set up an ista machine, but figured that I’ll need to go ahead and do that now.

[Yozh]

History from ISTA. Not that I know of. I don’t think you can pull history. But ask the dealer that did all the work. They should be able to give you copies of work orders if you don’t have them. Do look into the cam position sensor though.

[Red_Bean_Bun]

Is there a sensor on the fuel rail ?

What’s the reading of the pressure sensors captured in the fault ?

[janboshoff]

Originally Posted by Yozh

History from ISTA. Not that I know of. I don’t think you can pull history. But ask the dealer that did all the work. They should be able to give you copies of work orders if you don’t have them. Do look into the cam position sensor though.

Thanks - will dig up that paperwork to look through the history!

If the cam positioning sensor was going out, I would expect engine to run rough also once started, no? Or am I missing something? Once started, the car would run perfectly, no misfiring or rough idling.

[janboshoff]

Originally Posted by Red_Bean_Bun

Is there a sensor on the fuel rail ?

WhatÂ’s the reading of the pressure sensors captured in the fault ?

There is a pressure sensor and a pressure regulating valve in the rail. I see at RealOEM.com this is called the "Pressure Accumulator": 3' E90 LCI 335d High pressure accumulator/injector/line

The error (which I will shed more light on once I have my K+DCAN cable in) used to be spikes of very high pressure (according to the tech, up to 1,000 bar) with error "High fuel rail pressure". I assume that this pressure is measured in the accumulator above by that sensor. This is why I intend to open the accumulator and making sure there is no junk in there and cleaning the pressure regulating valve.

Weird thing is, once the lpfp pump was changed, that when running diagnostics, the fault that would come (according to the techs in in both a third party and BMW shop) would be a bad flow control valve, which is the valve sitting on the high pressure pump:

3' E90 LCI 335d High-pressure pump.

An this flow control valve is the one that has been changed 3 times to no avail.

What's the chance that it's a bad DDE? Has anyone had trouble with a failing DDE?

[MightyMouseTech]

Any time the fuel system is opened up, you have to do the bleed procedure in ISTA. And to do the procedure, you MUST have at least half a tank of fuel or it will damage the HPFP.

[Nadir Point]

That was easy.

[Yozh]

Get paperwork please.

[janboshoff]

Okay, I worked through the car history, and noticed I got some sequencing wrong upstairs. So, here goes for this year.

I don't have extended warranty, and I've had an SES on for some time due to the temperature senor on the active tank. So early this year I heard that the DEF tank is now a warranty replacement. Took that in to have it fixed first. Thought I'd mention that here also.

01/05/19
I had BMW replace active tank on warranty from the SES light on.

01/17/19
Car in to BMW for crank/no start issue. Here's the log from the Tech:
88674 FUEL RAIL PRESSURE TOO LOW FAULTS 0.50. Interrogated fault memory, found fault 4B90, 4590, 480A. Performed test plan for particulate filter, performed exhaust backpressure test, found excessive backpressure at mid range load. Submitted estimate for DPF regen, and replacement if required, customer declined at this time. Performed test plan for operational smoothness, all cylinders in spec at this time, fault most likely associated with fault 4B90. Performed fuel pressure test plan, found high pressure control valve functioning normally, high pressure pump building and maintaining pressure at this time. Found no service history of replacement of fuel filter. Rec. Replacement of fuel filter based on milegae, informed customer of high likelihood of low pressure or high pressure pump failure, however, with vehicle testing correctly at this time, no possibility of diagnosis until a component fails. Customer approved fuel filter. Turned over to production. Removed Belly Pan, removed/replaced fuel filter. Connected ISID & power source. Performed fuel system bleed procedure. Verified leaks are not present following service.

NOTE: After they informed me above likelihood of hpfp failing, I purchased the pump online to save some dough, and decided that when I finally break down, I will have the pump replaced at a reputable third party shop in town. February is when the car would not start at all. That's when I brought it to independent shop.

02/26/19
Independent shop unfortunately did not log the fault codes, but have the following notes: "Customer suspects high pressure fuel pump has failed. Diagnose issue. Found faults for EKPS (tank fuel pump), rail pressure and smooth running. Ran multiple cold start tests on HP fuel pump and pump passed. Found EKPS drawing too much current and not providing proper flow or pressure. Will require in tank fuel sender. They replaced the fuel pump."

NOTE: It is after I received the car back from them that it went into limp mode, when I took it back to independent shop they told me that it was high rail pressure now, and that the high pressure control valve is not testing right. They swapped the valve only 2 times, but the error kept coming back. Again, unfortunately don't have actual fault codes from them, but I finally picked the car up from them and took it back to BMW (this is middle March at this point).

05/26/19
BMW tech. 90549 - FURTHER DIAGNOSIS REQUIRED.
Connected the power supply and interrogated the fault memory. Found faults stored in the DDE: 0042F2 DDE Changeover rail pressure control, 004580 Rail pressure plausibility delivery controlled. Performed the applicable test module and formulated the required diagnostic steps. Submitted estimate and the customer requested that the high pressure fuel pump be replaced only. Some times, the high pressure fuel pump bearings fail, which can then push metal into the entire fuel system, requiring the entire fuel system from the low pressure pump to the injectors to be replaced. It is extremely immportant that the customer is aware that the only way for us to know if the above is the case is to remove the high pressure control valve and inspect for metal, which would require the labor of high pressure pump replacement approved. At that point, if it is found, the labor and parts increase dramatically!!!.

NOTE: At this point, I instructed them to swap out the pump with my pump that I already bought, since I had the pump, and it would bring them to the inspect the pump, however I asked if they can look in the tank first with a magnet for the "metal particles".

Do this first - Remove volume control valve and inspect for metal shavings - if shavings found more work will be required as described in the previous estimate.

If no metal is found in bore - replace high pressure fuel volume control valve - sticking / jamming.

The metal shavings that cause this issue are less than the size of a grain of sand, at least on the other two cars that we recently fixed with the same issue. I have the test modules and factory information proving this is the next required step.

70718. Replaced high pressure fuel pump, gaskets and seals, cleaned fuel system with a magnet during the high pressure pump replacement to best of ability, drove vehicle to verify repair after 10 minutes bleed procedure verified repair did not fix concern as informed engine mal indicator still comes active.

And that is how I got to the point where they now recommended a full fuel system replacement, quote $13k+.

Meanwhile, I pulled the fuel rail and holding the rail up to the light I see a few grains of "something" in the line - not sure if you can tell from the picture attached to this post.

[Nadir Point]

Sounds about right - wherever you are, niko...

I would assume both pumps to be compromised at this point. Chalk it up to mechanical malpractice.

[PURE340i]

Pressure regulating valves on the rail can stick and cause high pressure or even low pressure. The rail is similar to the new Detroit Diesel and Cummins engines I work on for a living. I seen low and high fuel pressure issues from a pressure regulating valve cause this issue. It's not BMW related, but it's 95% the same as far as components and such and what they do on a high pressure fuel system.

Is there anyway to monitor the fuel pressure while driving the car before it goes into limp mode? I haven't played with ISTA much.

[janboshoff]

Originally Posted by PURE340i

Pressure regulating valves on the rail can stick and cause high pressure or even low pressure. The rail is similar to the new Detroit Diesel and Cummins engines I work on for a living. I seen low and high fuel pressure issues from a pressure regulating valve cause this issue. It's not BMW related, but it's 95% the same as far as components and such and what they do on a high pressure fuel system.

Is there anyway to monitor the fuel pressure while driving the car before it goes into limp mode? I haven't played with ISTA much.

Great thoughts. I had a conversation with a diesel specialist today that had a very similar line of thinking. The pressure sensor and pressure regulating valve could both have some junk in it. If anyone knows whether there is a way to diagnose / test the pressure regulating valve, I would appreciate it.

If not, I might have to look into replacing it.

[ranthum]

Originally Posted by janboshoff

Great thoughts. I had a conversation with a diesel specialist today that had a very similar line of thinking. The pressure sensor and pressure regulating valve could both have some junk in it. If anyone knows whether there is a way to diagnose / test the pressure regulating valve, I would appreciate it.

If not, I might have to look into replacing it.

I have a spare engine that I'm tearing down. I could send you a fuel rail with sensor if you want to pay shipping. Could probably remove the crank and cam sensors too. Send me a pm if you're interested.

[Yozh]

Janboshoff, do get the parts offered. I’ve read your history. It’s quite unusual to see, from my perspective, that the writing style of the dealer is bordering on fear mongering. I find it’s troubling. Why they start talking about a failed HPFP based on some other customers’ Experience. Anyway. First things first. In any component replacement, adaptations need to be reset. Independent replaced your lpfp, EKP adaptations should have been reset. Dealer replaced hpfp and flow control valve, adaptations for rail control should have been reset. I see them running some test plans, but not all. They should have tested both rail regulating and flow control valve. With these rail codes some people have replaced entire fuel systems just to find it was a bad injector all along. Can you test all of the system elements, yes. You can do through ista or by data logging. I’m surprised the dealer did not do that but they probably don’t understand how the two stage system on these motors functions. You have new lpfp and hpfp pump and new flow control valve. Be good for you to confirm part number you got replaced with. Assuming the replacement components are original then I would go and start from resetting adaptations. Then your diagnosis continues. What tools do you have available?

[janboshoff]

UPDATE. Work and life has been in the way so not that much time on the car the last couple of weeks.

Thank you all for the thoughtful feedback and offers.

Yozh, per your recommendation I ended up having the injectors tested at a Bosch certified test shop. All 6 BAD! The 4 I opened, they didn't pass the leak test (I guess that's why you don't open them). The last 2 that I didn't open, they did not pass the initial test on the Bosch program which actuates the valve.

So I was in for 6 new injectors - got remans total was $2k.

However, I am now PARANOID about screwing up these new injectors also. Given that I saw some dirt in the fuel rail, I will definitely go ahead and flush the fuel lines by running the priming / bleeding procedure on it extensively before installing the injectors.

I will be installing ISTA to pull the current codes, and also to run the required programs. Kind of feeling my way through this part though.

[janboshoff]

Originally Posted by Yozh

Janboshoff, do get the parts offered. I’ve read your history. It’s quite unusual to see, from my perspective, that the writing style of the dealer is bordering on fear mongering. I find it’s troubling. Why they start talking about a failed HPFP based on some other customers’ Experience. Anyway. First things first. In any component replacement, adaptations need to be reset. Independent replaced your lpfp, EKP adaptations should have been reset. Dealer replaced hpfp and flow control valve, adaptations for rail control should have been reset. I see them running some test plans, but not all. They should have tested both rail regulating and flow control valve. With these rail codes some people have replaced entire fuel systems just to find it was a bad injector all along. Can you test all of the system elements, yes. You can do through ista or by data logging. I’m surprised the dealer did not do that but they probably don’t understand how the two stage system on these motors functions. You have new lpfp and hpfp pump and new flow control valve. Be good for you to confirm part number you got replaced with. Assuming the replacement components are original then I would go and start from resetting adaptations. Then your diagnosis continues. What tools do you have available?

Yozh - I am working on the walnut blasting this weekend, however will get back on the fuel issues next week. The hpfp I bought from AutoHausAZ - it is BS-13517804409. The latest volume control valve is the one that came with that pump.

As for the lpfp, I looked but the independent did not list part number.

Are you saying you don't think that there is an issue with junk in the fuel, or that in addition to that, adaptations should also have been reset?

With new injectors in hand, I am thinking that I will still go ahead with the thorough drain and flush of the fuel system before putting everything back together.

[ranthum]

Any update?

[janboshoff]

Well, I finally got everything done and back together today, reset all adaptations all looked good until I got about a mile away from home, back into LIMP MODE.

I'm BACK TO SQUARE ONE here. The same issue that my 3rd party shop had (if you've cared to follow along).

Here's the fault code I'm getting 004580 - DDE: Rail Pressure plausability delivery-controlled.

Now, when running the Test Plan, it calls for ABL Rail Pressure control, system test.

This test progresses well until I get to the stage where it tests the fuel quantity control valve, at which point it fails with the following results:

Rail pressure, minimum target: 312.8 bar
Rail pressure, maximum target: 313.1 bar
Rail pressure, minimum actual: 599.6 bar
Rail pressure, maximum actual: 606.2 bar

Clearly the pressure is a lot higher than target, and the test plan calls for replacement of the fuel quantity control valve.

Anyone seen this before?

I also noticed that ISTA+ will not run either "ABL Rail pressure regulating valve adaptation" or "ABL Mean Quantity adaption". I basically get an error that it fails without much else. This related, or pointing to a potential root cause? I cannot find the "Fuel quantity control valve adaption" anywhere in ISTA - anyone seen that before?

At this point, even though I have a replacement fuel quantity control valve on hand, I am inclined not to replace it, since this is the exact issue that my 3rd party shop ran into, and since I'm on the 3rd or 4th valve already with less than 100 miles on it since they first swapped it.

For the fault code detailed description, the following "Action in Service" is recommended:
- Possible faults in the low pressure fuel system: Fuel pre-supply pressure too high.
- Fuel quantity control valve seized in open position
- Fuel quantity control valve de-energized due to an electrical fault (how do I troubleshoot this?)

Any help would be greatly appreciated at this point.

[janboshoff]

One more thing to note: I pulled the plug from the fuel control valve to check whether that would throw a continuity error and it did.

Not sure that this is conclusive, but I think it rules out a DDE / electrical problem with the fuel quantity control valve?

[janboshoff]

Hi everyone

As it happens, I have a new driver coming on my insurance this week, and just found out what our new car insurance bill is! Much as I hate it, and as I would have liked to fix this issue to continue to enjoy this car, I cannot afford to keep it any longer.

So I am going to be putting it up for sale, but thought I would offer it here first, for anyone who would like to buy a car in excellent condition (other than this remaining fuel issue).

Car has been well maintained ever since I bought it as a CPO 5 years ago. It now has:
- New injectors
- New HP fuel pump
- New LP fuel pump
- New SCR active tank (warranty replacement in January)

I also replaced the MULF2 when I first bought the car - upgraded it to allow bluetooth audio streaming from my phone.

Car is grey with black interior, has Sport Package, Premium Package, Harman Kardon upgraded sound, cold weather package (heated steering wheel, seats and the fold-out door in the rear seats that allow you to carry skis).

I will post the link to the ad when I list it which will include more pictures.