CatuXXX

Ce caterinca... :goodjob:

Pai EGR-ul a zis ca l-a schimbat, e nou, ce sa mai curete?

Ce nu iti vine sa crezi ? Ai vrea sa poti sa bagi toata mana O sa vezi cand vei avea doua persoane in spate si o sa faci balans la o denivelare "mica" ce "bine" o sa te simti cand aripa va rascheta din anvelopa.

Inseamna ca am avut dreptate. Schimba kit-ul complet, nu te "carpi" doar cu placa, oricum nu e scump (parerea mea). Eu am SACHS de 100 de mii de km si merge inca foarte bine, singurul aspect negativ este, cum am mai spus, foarte rar nu intra in treapta 1 pana la capat.

Unde ai schimbat placutele? La Florin Tiniu? Mergi la el sa se uite la senzor, nu ai nevoie de tester dar ca sa te convingi vorbeste tot cu Florin sa iti dea numarul unui baiat de la moldoveni (poate il si stii) are KTS BOSCH...

Daca A/C nu porneste deloc inseamna ca nu ai freon in instalatie ceea ce nu "da voie" compresorul sa mearga "in gol", pur si simplu nu porneste. Legat de funtionarea defectuoasa a ventilatiei (se intampla si cu A/C pornit dar...asta nu merge deloc) adica daca iti oscileaza puterea sau treptele de viteza independent de ceea ce setezi tu, de vina este "piesa cu tepi". La cealalta problema nu as putea sa iti spun ceva...verifica panoul de relee si sigurante din compartimentul motor.

Eu nu am resetat nici macar o data senzorul de placute, pur si simplu la schimbul de placute pun senzor nou si se stinge singurel.

Citeste despre cum functioneaza sistemul valvetronic si vanos. Exactitatea si corectitudinea expunerii nu o cunosc, e luat de pe bimmerforums. Variable valve gear / Valvetronic The variable valve gear was developed to reduce fuel consumption. The air volume supplied to the engine is not set by the throttle valve but by the variable stroke of the intake valve. An electrically adjustable eccentric shaft uses intermediate levers to change the effect of the camshaft on the rocker arms. This produces an adjustable stroke of the valves. The throttle valve is now only used for starting up and for emergency operation functions. In all other operating states, the throttle valve is opened so far that it only has a very slight throttling effect. For tank ventilation, a certain vacuum is still necessary. The corresponding position of the variable valve gear is calculated in the engine control unit from the position of the accelerator pedal and other variables. The variable valve gear is moved by its own control unit and servomotor. The servomotor is fitted to the cylinder head and it drives the eccentric shaft via a worm drive in the oil chamber of the cylinder head. The communication between the engine control unit and Valvetronic control unit is on a separate LoCAN bus. All functions are calculated in the engine control unit. The Valvetronic control unit evaluates the signals of the position sensor and controls the servomotor of the eccentric shaft. Position sensing The current position of the eccentric shaft is sensed by a special position sensor. The sensor is equipped with two independent angle probes. The engine management controls the position by means of the electric drive until the current position corresponds to the set position. For safety reasons, two angle probes with opposing characteristic curves are used. The two signals are sent to the Valvetronic control unit in digital form. The Valvetronic control unit powers both potentiometers with a voltage of 5 V. Monitoring the signal voltages The Valvetronic control unit permanently monitors the two voltage signals of the potentiometers. The monitoring function checks whether the voltages are within the permissible range, i.e. whether there is a short-circuit or sensor defect. The two signals must not deviate from each other. In the event of a fault occurring, the eccentric shaft is set to maximum possible valve opening. The air volume is now restricted by the throttle valve. If it is not possible to detect the current position, the valves are opened to the maximum without control. Monitoring the eccentric shaft position The Valvetronic control unit continuously checks whether the actual position of the eccentric shaft corresponds to its set position. This makes it possible to determine when a valve is sticking. In the case of an error here, the valves are opened as wide as possible and the air supply is controlled by the throttle valve. If the engine control unit is unable to communicate with the Valvetronic control unit due to a LoCAN bus fault, emergency communication is set up across a separate line (P_VVTEN). Learning function / adaptation In order to achieve the correct valve opening height, all the tolerances in the valve gear must be balanced by an adaptation. In this learning procedure, there is a slow approach to the mechanical adjustment limits of the eccentric shaft. The positions thus reached are stored and used in each operating point as the basis for calculating the current valve stroke. The learning procedure runs automatically if, for example after a repair, a difference between the last stop position and the new starting position (with terminal 15 on) is detected. The adaptation can also be requested via the DIS-plus Tester. Vanos. Variable camshaft timing control VANOS The VANOS control unit serves the purpose of increasing torque in the lower and medium engine speed ranges. Reduced valve overlap results in lower residual-gas quantities while idling. Nitrous oxide components are reduced by internal exhaust-gas recirculation in the partial load range. This achieves faster heating of the catalytic converters, lower untreated emissions after cold starting and reduced fuel consumption. VANOS intake/exhaust A regulated VANOS control unit for intake and exhaust is fitted in this engine. It is activated by means of an electromagnetically operated 4/3-way valve. The required position of the intake and exhaust camshafts is calculated from the engine speed and load signal depending on the intake air and engine temperature and the VANOS VANOS adjustment unit is controlled accordingly by the engine control unit. The inlet and exhaust camshafts can be variably controlled within their maximum adjustment range, i.e. any arbitrary positions are possible corresponding to the specified values of the engine control unit. When the relevant optimum camshaft position is reached, the solenoid valves maintain a constant oil volume in the adjustment cylinder on both sides of the chamber so that the camshafts remain in the corresponding positions. When the engine starts up, the intake camshaft is in its end position, i.e. it is initially in the retard position. During engine start, the exhaust camshaft is held in the advance position by means of a spring. Ce ulei folosesti de obicei si ce ulei ai acum in motor ? Cati km ai de la ultimul schimb?

Da. Iti cumperi un kit de instalare pentru statie si vei avea control direct la subwoofer. 2 cai inseamna sunet separat pentru bass si medii iar acele doua cutiute cred ca te referi la difuzoarele de inalte care le conectezi separat ca cele din usa de la oglinda. Sau poti sa mergi direct la baietii de la be-loud, am vazut ca ai dat link de la ei si iti monteaza ei tot.

Nu are cum sa iti zica cineva ce are masina decat daca faci o diagnoza si vezi erorile. Cauze pot fi multe.

Vezi becurile de la nr. de inmatriculare.

Ufff...acum am vazut semnatura.

Asa este in privinta D4. Eu am patit cu a mea in 2006 cand se cerea minim Euro3 pentru inmatriculare masinilor de afara. In brief scria Euro3 und D4 si mi-au trecut pe cel romanesc ca fiind Euro3, spunand in acelasi timp ca "imi poate trece si Euro4 dar nu ma ajuta cu nimic la taxele vamale si ca nu are rost sa se complice". Ca sa stai linistit asigura-te ca in brief scrie Euro4.

Recomand retrofit-ul cu proiectoare FX-R, este cea mai buna alegere. Vezi la sectiunea DIY.

Din poze pare ingrijita, intr-adevar la dotari sta mai slab. Bafta la cumparare si multi km fara incidente.

Ba se repara (reconditioneaza). Si "noua" daca iei poate fi refurbished.

Ai vazut probabil cand ai schimbat vreun bec ca nu este ermetic.

Sunt de parere ca frana de motor este necesara in franari violente. De asemenea, cred ca sunt multi care conduc masini cu tractiune spate si sunt obisnuiti, eu cel putin asa fac, sa abordeze curbele in trepte de viteza corespunzatoare si anume sa selecteze treapta de viteza inaintea de abordarea curbei si ma refer aici la o abordare sportiva nu la o plimbare de seara. Prin acest fapt am tendinta de "a tine schimbatorul de viteze mereu la curent cu ce se intampla pe sosea". Bine, daca te uiti la semafor dupa "doua fuste pe trotuar" si il pocnesti pe cel din fata deja oprit, nu cred ca se mai preteaza nicio modalitate de franre.

V-ati strofocat cu pareri pro si contra iar amicu' amarius... :thumbsdown:

Fumul albastru inseamna consum de ulei si este un semn ca motorul si-a trait viata. Mergi la un service pentru o diagnoza completa erori inregistrate, injectoare, compresie s.a..

Fa o nou diagnoza ai multe intrebari fara raspunsuri si intri in ceata din ce in ce mai mult in loc sa te elucidezi. Bafta.

Eu cred ca este timoneria si de asemenea placa de presiune. Cateodata, chiar foarte rar, nu imi intra pana la capat in treapta 1 si atunci dau drumul putin la ambreiaj si intra sau calc din nou ambreiajul. Imi facea asa si inainte de a schimba kit-ul si mai patesc asa cam de un an de zile. Cu ambreiajul asta am 100 de mii de km.

Urata patanie, ramai fara cuvinte. Am fost si eu dezamagit de reprezentanta dar nu se compara ca si valoare cu expunerea de mai sus. As vrea sa dau un exemplu pozitiv...legat de reprezentata...alt brand si anume Peugeot. Am fost placut surprins de oamenii din reprezentanta din Pantelimon. La masina, 407 2.0 hdi, s-a schimbat asa: distributie+pompa apa, kit ambreiaj+volanta, revizie de filtre si ulei iar la inspectia masinii s-a mai constatat necesitatea schimbarii unei bielete antituliu pe spate, un tampon si o bieleta la motor. Costul a fost de 4300 ron, masina a am dus-o de dimineata si am luat-o a doua zi la sfarsit de program (era gata de pe la 10). Ca sa fiu si putin on topic, mi-au trecut pe cartea de service intervalul normal dat de producator si anume 20000 de km dar pe BC am intervalul de service setat la 10000 si mi-au recomandat cu "caldura" sa umerz acest ultim interval plus ca respectivul m-a intrebat daca vreau sa vad un motor defect, inca in garantie, din cauza intervalului mare de revizie. Stiu ca Peugeot si BMW sunt marci foarte diferite (pe noul 508 1.6i este un motor BMW de 156 CP ) cu clientela diferita s.a.m.d. am vrut sa punctez doar similitudinea problemei legata de intervalul mare de service.

Nu schimbi nimic...doar mergi la un service sa iti curete corpul de acceleratie sau cauta ca este un diy postat, relax... nu e nimic grav eu am curatat corpul de acceleratie acum 6 ani si nu am mai avut problemele astea.

Am rezolvat aceasta problema, imi pare rau ca am stat atat de mult pana am remediat. Electromotorul nu era centrat, dupa spusele mecanicului abia daca "statea pe cutie". Nu stiu insa despre bendix ce uzura a capatat, am sa vad la iarna.