Author Topic: Oil leaking from cap, oil level isnt over filled, crankcase ventilator is new- 95 M42 (Read 9527 times)

DesktopDave · « **Reply #15 on:** June 22, 2009, 07:07:25 PM »

You'll probably have to remove the pilot bearing in the crank tail shaft. Other than that it's all swapping everything else over. I don't think there are any other differences, but I'd wait for more experienced members to chime in.

JoeDellio · « **Reply #16 on:** June 22, 2009, 07:59:32 PM »

Quote from: DesktopDave;74091

You'll probably have to remove the pilot bearing in the crank tail shaft. Other than that it's all swapping everything else over. I don't think there are any other differences, but I'd wait for more experienced members to chime in.

Good to know.

Over at BF's someone is telling me that just the blowby from the one cylinder is enough to mess things up. They were saying the DME sees the blowby from the one cylinder and thinks its from all 4, and in turn compensates by enriching every cylinder. This made no sense to me at all.

From the way I understand it, all my cylinders could be at 175psi, far above the minimum standards by BMW, and still run fine. I dont know HOW or WHY the DME would see blowby or positive pressure and think to richen up every cylinder, the only device that could regulate the pressure would be the CCV, and since it works under vacuum with a rated spring it wouldnd even be able to notice the pressure. That, and not too mention the most obvious that it is a mechanical part and not connected to the DME electronically at all.
But, I could be wrong.

Im am still praying that if I can rid of the pressure back into my intake at the 15 counts of vacuum with a new OEM BMW CCV my car wont run rich and go another 30K.

I need it to, because my DSM isnt built to be daily driven :eek:

DesktopDave · « **Reply #17 on:** June 22, 2009, 08:43:50 PM »

You're right. There is simply no need for the DME to process all that data.

I found this one today:
http://www.bimmerfest.com/forums/showthread.php?t=187676
I'm not surprised that BMW refuses to admit wrongdoing, but I'm amused that it's happening to the expensive, ugly BMWs...still, it's incredible to hear their complaints. Reminds me of the good ole' days of nikasil. Or the thermal reactors on our old e12.

It HAS to be that positive crank ventilator. Any way to remove it entirely/bypass it/toss it in the bin?

JoeDellio · « **Reply #18 on:** June 23, 2009, 12:21:21 AM »

As for taking it out and bypassing it, Im outta luck. The link you gave me earlier talks about how the CCV is designed to allow slight vacuum from the intake, approximately 10-15 mbar. So if I just block it off it will just build up major pressure (like its doing now with it in its functional position), and when I just run the system without the CCV it pulls WAY too much vacuum, so much that you cant even take off the oil cap, and you can hear the engine whistling from it sucking air in through the seals.

I ordered the new OEM BMW CCV today and it will be here on Thursday, so time will tell.

DesktopDave · « **Reply #19 on:** June 23, 2009, 06:58:31 AM »

I'd be tempted to splice in a one-way regulator...or copy the earlier e30 setup on your M42. Can't be that much different...although it might cause problems with the emissions folks.

JoeDellio · « **Reply #20 on:** June 23, 2009, 03:22:59 PM »

Quote from: DesktopDave;74118

I'd be tempted to splice in a one-way regulator...or copy the earlier e30 setup on your M42. Can't be that much different...although it might cause problems with the emissions folks.

Today for the hell of it I am going to put an old boost/vacuum gauge on the car. I am going to hook it up between the FPR and intake to see what the reading is. Im guessing itll be anywhere from 10 to 20 on the vacuum side of things, that is, unless the CCV is screwing crap up.

Then Im gonna get a reading with the gauge between the VC and the CCV. If Im right about my thoughts, the positive pressure from the VC is shutting off the CCV and its gonna read boost pressure on the gauge.

Then Im going to get a one way valve or maybe even just a ball valve and try and get the CCV side vacuum reading to match whatever the FPR and intake side is reading. If I can adjust it correctly Im going to try and get it to read 18 counts of vacuum, and see if my CEL, oil leaks out the cap, and if my plugs get fouled or not. Im just gonna mess around with it, the new CCV should be here tomorrow or THURS at the latest.

JoeDellio · « **Reply #21 on:** June 24, 2009, 02:03:53 PM »

Just pulled my codes again to reset them for the new CCV install (will be here in an hour).

Pulled a new code today #1215 the air sensor. WTF?!?!?!

DesktopDave · « **Reply #22 on:** June 24, 2009, 02:11:05 PM »

I had that same air sensor reading. Turn out there was an extension connector that was waterlogged. I re-rerouted the cable, cleaned it with contact cleaner, and pulled the extension out. Code went away.

DesktopDave · « **Reply #23 on:** June 24, 2009, 02:15:12 PM »

I was asking a friend what could be causing pressure build up in the cam box. We're baffled too. He thought maybe a leaky intake valve seat or seal, suggested a leakdown test.

He's worked on Citroen, Peugeot, Porsche, and most recently an old Maserati Q-Port. If he's baffled, I'm way out of my depth!

JoeDellio · « **Reply #24 on:** June 24, 2009, 03:27:00 PM »

Quote from: DesktopDave;74188

I was asking a friend what could be causing pressure build up in the cam box. We're baffled too. He thought maybe a leaky intake valve seat or seal, suggested a leakdown test.

He's worked on Citroen, Peugeot, Porsche, and most recently an old Maserati Q-Port. If he's baffled, I'm way out of my depth!

Thanks for your concern. I do have a little valve train noise at startup recently, but once oil gets circulating it stops.But....

Just installed the CCV, the car is sitting in my driveway warming up. I havent driven it yet, but I can tell you that at least now when I pull my oil fill cap or my dipstick my car stumbles and wants to die, so at least now its pulling vacuum.

Thanks for all the insite Dave, I just noticed, you arent that far at all from Cleveland.

DesktopDave · « **Reply #25 on:** June 24, 2009, 05:29:46 PM »

Yep - only about three hours...if there's ever a Mid-Atlantic get-together I might see you there! We should also get an admin to put these two threads together.

JoeDellio · « **Reply #26 on:** June 24, 2009, 11:53:15 PM »

Quote from: DesktopDave;74202

Yep - only about three hours...if there's ever a Mid-Atlantic get-together I might see you there! We should also get an admin to put these two threads together.

Yeah, I had two different problems that ended up being caused together without knowing. It sucks copy and pasting to each thread just in case someone doesnt see the other.

UPDATE: Put on the new CCV and drove the car for 3 hours tonight, Im still getting fault codes, but I am not leaking any oil out the cap as of yet.

I did pull a new code that happened to be the air sensor #1215, its the only time Ive pulled that one, and it wont come back now since I cleared it. So right away tonight I bought one of a member on BF's for $50 shipped.

JoeDellio · « **Reply #27 on:** June 25, 2009, 09:20:00 PM »

Just bought a stock FPR off ebay today for $20 shipped. So then I can rule that out along with the new AFM.

JoeDellio · « **Reply #28 on:** June 30, 2009, 03:25:04 PM »

Just installed the FPR.

Funny thing is it is a 3.5 bar, when the one that came out was a 3.0 bar.
My car is a 09/94, and this is the diagram it shows for it http://www.realoem.com/bmw/showparts...66&hg=13&fg=15

But my injection system looks like this one from a M44 http://www.realoem.com/bmw/showparts...16&hg=13&fg=15 which still says a 3.0 bar, but WTF? Im pretty sure I have the M42, I dont know why I have the M44 injection type system.

Im guessing now the 3.5 bar FPR is just gonna dump even more fuel?

3.5 bar FPR made no difference, codes still pop up, 1226,1222,1221. This is the wrong FPR right? Should I put the old 3 bar back in?

colin86325 · « **Reply #29 on:** June 30, 2009, 08:14:10 PM »

Can you pull the valve cover off and verify whether you have hydraulic tappets (flat and round) for the M42 head or hydraulic rockers (roller/rocker type) for the M44.
There should be a code sticker or a stamp on the head to identify the engine you have. On the E36 and later engines there's a lot of stuff in the way, so the sticker or stamp will be hidden anyway--so ignore that advice.

What # Bosch ECU do you have?