[bhuether]

I have a 2010 335d with 60K miles. I live in the country of Georgia where diesel quality can sometimes be suspect. I was driving the other day and suddenly there was practically no power. Absolutely no low end power, and car finally lunges forward a bit after 50MPH or so. Screen displayed Engine Malfunction, Reduced Power and Service Engine Soon light lit up. Dealer found two codes:

DDE 4530 - reading online this is "charge air pressure control, control deviation". In the printout (which I am translating from Russian) it says "Regulation of supercharger pressure, degree of high pressure, deviation: too low pressure" And in the printout, it also says there is a code P0299 - they said high pressure charger failed due to low pressure. I don't know what difference is between these types of codes...

DDE 4873 - not sure what this is. In printout says "Discharge valve (well, not really sure how to translate the Russian here) of cooler of the system of recirculation of exhausted gases is defective or coefficient of useful operation is too high" And then there is also this P2457 code - they said this is an intercooler event due to it not cooling the gas enough. Ahhh, just realized this is referring to Exhaust Gas Recirculation...

These mechanics are not that skilled here. They simply reset the codes and told me to come back if the problem still persisted. Well of course the problem is still there.

Any idea what the root cause could be? Could bad diesel be the cause of it all and how would I go about knowing what to clean/replace, if it is indeed an issue with some valve or something that is having second, third order effects?

One other thing to mention: About a week before this problem, I filled up the adblue. I bought it here: http://www.amazon.com/Diesel-Emissio...626475-6235218 Could this be related?

Thanks in advance!

Brian

[335dFan]

Originally Posted by bhuether

About a week before this problem, I filled up the adblue. I bought it here: http://www.amazon.com/Diesel-Emissio...626475-6235218 Could this be related?

Don't think so, but am not an expert. Interestingly, the same stuff (DEF) at the local BMW dealer was only a little over $12 for one 1/2-gallon incl. tax; cheaper than Amazon. Who'd have thought?

[Brad335d]

Here what your codes indicate in expanded detail.

4530 - P0299

Information saved in
DDE

Fault code
4530 - P0299

Fault text
Charging pressure control, high-pressure stage, control
deviation: Charging pressure too low/positive control
deviation: Charge-air pressure too low/positive control
deviation

Fault description
Boost-pressure control monitoring. A positive control
deviation (boost pressure too low) is recognized when the
boost-control deviation is greater than a limit defined based
on instantaneous operational status.
The upper limit for monitoring the boost-pressure control
deviation is derived from a program map, depends on engine
rpm and injection quantity, and lies at roughly 450 hPa.

Condition for fault identification
Test condition:
Monitoring for persistent control deviation is implemented
when the engine is in operating range 3 or 4.
- Operating range 3 is active when the injection quantity
exceeds 10 mg/hub and the engine speed is greater than
1400 1/min.
- Operating range 4 is active when the injection quantity
exceeds 100 mg/hub and the engine speed is greater than
6000 1/min.
Voltage condition:
Monitoring for persistent control deviation is implemented
when the engine is in operating range 3 or 4.
- Operating range 3 is active when the injection quantity
exceeds 10 mg/hub and the engine speed is greater than
1400 1/min.
- Operating range 4 is active when the injection quantity
exceeds 100 mg/hub and the engine speed is greater than
6000 1/min.

Condition for fault memory entry
Debounce (7000 ms)

Action in service
Engine with single-stage boost:
Check air-induction system for leaks.
Inspect exhaust system on engine side of turbine for leaks.
Check throttle valve.
Perform mass airflow system test. Engine with multi-stage boost:
Check air-induction system for leaks.
Inspect exhaust system on engine side of turbines for leaks. Note: An internal exhaust leak at the joint between the
large turbine and exhaust manifold is possible (at sealing
ring for turbine control flap).
Check throttle valve (DTCs logged in error memory).
Check turbine control flap.
Check boost pressure actuator's high-pressure stage. 6.Check turbocharger high-pressure stage for damage to
compressor and turbine blades.
Check wastegate valve.
Fault effect and breakdown warning
The error disables regeneration in the particulate filter.
Proceed to the nearest BMW Service facility.

Driver information
Warning light:
MIL

Service instruction
Check diagnostic trouble codes for the named components.
Note: On the F01 with N57D30T0 manufactured up to
February, 2010 the vacuum actuators for the turbine control
flap may display the following damage with the passage of
time:
- Leaking vacuum diaphragm.
- Linkage separates from the vacuum actuator.
In this case the vacuum actuator must be replaced.




4873 - P2457

Information saved in
DDE

Fault code
4873 - P2457

Fault text
Exhaust gas recirculation cooling, plausibility:

Fault description
Monitoring EGR cooler bypass valve.
The temperature downstream from the EGR cooler bypass
valve is stored at specific times.
The stored temperatures are employed to generate two
temperature gradients.
An activation signal is transmitted to the EGR cooler bypass
valve while the temperature gradients are being generated. If
the EGR cooler bypass valve is in good condition then a
temperature variation must be apparent. In contrast, if the
EGR cooler bypass valve is defective then virtually no
variation in the temperature gradient will be apparent.
The diagnostic trouble code is logged when the absolute
difference between the temperature gradients falls below the
limit value 5 K.

Condition for fault identification
Test condition:
The check runs every 100 ms when all of the enable
conditions are present:
- For a duration of 1000 ms the specified torque gradient is
below 4 Nm/s.
- The rpm is within the limits 980 1/min and 590 1/min.
- For the duration 1000 ms the modeled exhaust-gas
recirculation rate is greater than 21.
- The engine is running at idle.
- The air mass control/EGR rate control is active and no
deactivation conditions are active.
- The vehicle speed is less than 3 km/h.
- The engine is not in the regeneration mode.
- The coolant temperature is between 60 �C and 110 �C.
- The modeled exhaust-gas temperature is greater than
EGRClg_tExhMnfUsThresLo_C.
- The temperature behind the EGR cooler is below the limit
value 1 K/s.
- The injection rate is between 6 mg/hub and 100 mg/hub.
Voltage condition:
The check runs every 100 ms when all of the enable
conditions are present:
- For a duration of 1000 ms the specified torque gradient is
below 4 Nm/s.
- The rpm is within the limits 980 1/min and 590 1/min.
- For the duration 1000 ms the modeled exhaust-gas
recirculation rate is greater than 21.
- The engine is running at idle.
- The air mass control/EGR rate control is active and no
deactivation conditions are active.
- The vehicle speed is less than 3 km/h.
- The engine is not in the regeneration mode.
- The coolant temperature is between 60 �C and 110 �C.
- The modeled exhaust-gas temperature is greater than
EGRClg_tExhMnfUsThresLo_C.
- The temperature behind the EGR cooler is below the limit
value 1 K/s.
- The injection rate is between 6 mg/hub and 100 mg/hub.

Condition for fault memory entry
-

Action in service
Check vacuum supply to the EGR cooler's bypass valve (vacuum lines and switch valve).
If the vacuum supply is in satisfactory condition: Replace the EGR cooler (the bypass valve's return spring
may be defective).

Fault effect and breakdown warning
Proceed to the nearest BMW Service facility.

Driver information
Warning light:
MIL

Service instruction
none

[Brad335d]

Neither of these is related to your AdBlue DEF.

[bhuether]

Interesting, thanks for posting all those details. I don't have confidence in the mechanics here to even perform all those checks...

Not sure i this narrows it down, but the problem is consistent. It isn't as if sometimes I start the car and there is good power. There is never low end power, the car is very slow to accelerate. And also there was no warning sign. I was driving and then it suddenly happened. There is one thing worth mentioning. A couple months ago I noticed the car idling somewhat rough. When driving it stuttered a little bit. Got the engine malfunction message. Code ended up being misfiring of one of the plugs or something like that. But then the car started up fine and I never saw that problem again. And the current problem is not accompanied by rough idle.

[taibanl]

I have had the 4873 problem. Your EGR cooler likely is coated in Soot and will need replacement.

[Brad335d]

The first problem is related to the induction side of the engine. This could range from waste gate, waste gate actuator, MAF, boost leak or a host of induction issues. This will require a technician (a good one with proper diagnosing abilities, not a throw parts at guy).

Second problem is EGR, emissions related. You, like many other are probably having carbon issues. The poor fuel quality you mentioned only makes this more likely.

Both of these issues are congruent with the loss of power you described above.

[bhuether]

Yesterday I noticed that around 40 or 50 MPH, the car suddenly would deliver power. Today, it was 0-40 in about 20 seconds and then it just leverled off around 40 and would not go faster. Just wondering if this bit of info makes any of the suspected causes more or less likely. The car is at the shop now, but you know here in Georgia (country, not state), the mechanics are not experienced with diesels. Almost all BMWs here are gas. Too bad a I can't rent a German mechanic...

Thanks,
Brian

[CALWATERBOY]

Originally Posted by Brad335d

The first problem is related to the induction side of the engine. This could range from waste gate, waste gate actuator, MAF, boost leak or a host of induction issues. This will require a technician (a good one with proper diagnosing abilities, not a throw parts at guy).

Second problem is EGR, emissions related. You, like many other are probably having carbon issues. The poor fuel quality you mentioned only makes this more likely.

Both of these issues are congruent with the loss of power you described above.

Brad, does 335i diesel have EGR? Thinking that was eliminated with piezoelectric injectors. But I don't have a BMW diesel and assumed that like the N54, diesel would have that fine control. However, coked EGR valve could cause behavior as OP has seen.

And, hey, I don't even know how BMW designates their diesel engine. I have N54 -- what's the diesel?

Also, OP....plugs?? You have a diesel. No spark plugs.

Does BMW have exhaust de-coking mode like Ford?

[335dFan]

Originally Posted by CALWATERBOY

Brad, does 335i diesel have EGR? Thinking that was eliminated with piezoelectric injectors. But I don't have a BMW diesel and assumed that like the N54, diesel would have that fine control. However, coked EGR valve could cause behavior as OP has seen.

And, hey, I don't even know how BMW designates their diesel engine. I have N54 -- what's the diesel?

Also, OP....plugs?? You have a diesel. No spark plugs.

Does BMW have exhaust de-coking mode like Ford?

Speaking only for USA 2011 335d, but probably applicable to the earlier years too, the diesel engine M57N2/M57Y has an EGR setup. Other forum guys way more knowledgeable than I am can fill in the details. Assuming that your de-coking question is what we call our regeneration process every 400 miles or so (some formula dictates this), the process burns off the material that has clogged up the Diesel Particulate Filter. That may be a different process from what you are referring as the Ford de-coking.

[CALWATERBOY]

Originally Posted by 335dFan

Speaking only for USA 2011 335d, but probably applicable to the earlier years too, the diesel engine M57N2/M57Y has an EGR setup. Other forum guys way more knowledgeable than I am can fill in the details. Assuming that your de-coking question is what we call our regeneration process every 400 miles or so (some formula dictates this), the process burns off the material that has clogged up the Diesel Particulate Filter. That may be a different process from what you are referring as the Ford de-coking.

Naw, you're prob right - I know far less about diesels than N54's.

[dixy2k]

It's likely that the exhaust system is clogged up by soot.
At 51000 miles I had the dealer replace the EGR valve, EGR cooler, large turbo, MAF sensor and back pressure sensor.

If the car is driven at low RPM the EGR valve is always open and the DPF is not being cleaned.
At a high RPM the EGR valve is closed and the "dirty" exhaust gases go straight out. DPF regeneration is activated when the sensors sends the message (which itself could be at fault many times) and uses all that heat and some injected fuel to burn the waste accumulated inside.

[yubarry]

Hi Brain, I have the same problem now and am desperately looking for help. How did you fix your car finally?

Barry

Originally Posted by bhuether

I have a 2010 335d with 60K miles. I live in the country of Georgia where diesel quality can sometimes be suspect. I was driving the other day and suddenly there was practically no power. Absolutely no low end power, and car finally lunges forward a bit after 50MPH or so. Screen displayed Engine Malfunction, Reduced Power and Service Engine Soon light lit up. Dealer found two codes:

DDE 4530 - reading online this is "charge air pressure control, control deviation". In the printout (which I am translating from Russian) it says "Regulation of supercharger pressure, degree of high pressure, deviation: too low pressure" And in the printout, it also says there is a code P0299 - they said high pressure charger failed due to low pressure. I don't know what difference is between these types of codes...

DDE 4873 - not sure what this is. In printout says "Discharge valve (well, not really sure how to translate the Russian here) of cooler of the system of recirculation of exhausted gases is defective or coefficient of useful operation is too high" And then there is also this P2457 code - they said this is an intercooler event due to it not cooling the gas enough. Ahhh, just realized this is referring to Exhaust Gas Recirculation...

These mechanics are not that skilled here. They simply reset the codes and told me to come back if the problem still persisted. Well of course the problem is still there.

Any idea what the root cause could be? Could bad diesel be the cause of it all and how would I go about knowing what to clean/replace, if it is indeed an issue with some valve or something that is having second, third order effects?

One other thing to mention: About a week before this problem, I filled up the adblue. I bought it here: http://www.amazon.com/Diesel-Emissio...626475-6235218 Could this be related?

Thanks in advance!

Brian

[yubarry]

Ok, my car is finally fixed. It's the same vacuum leak problem. Thanks, Brian.

My post: http://www.bimmerfest.com/forums/sho....php?p=8665764

Originally Posted by yubarry

Hi Brain, I have the same problem now and am desperately looking for help. How did you fix your car finally?

Barry