Yes they'll run without the injectors being coded, but it'll be rough. I expect incorrect injectors is the root cause of your issues. I think the Mini One D uses the 90bhp engine but it does make you wonder why someone has swapped them over, presumably there were issues with it to begin with and someone has swapped them to attempt to cure it. It may have had a second hand engine fitted at some point, does the engine number match the car?

Chances are the engine ECU is identical to the PSA one, but the BSI (or whatever name BMW give it) will be a BMW sourced unit.

(05-12-2018, 08:57 AM)hawaiianblue Wrote:  Yes they'll run without the injectors being coded, but it'll be rough. I expect incorrect injectors is the root cause of your issues. I think the Mini One D uses the 90bhp engine but it does make you wonder why someone has swapped them over, presumably there were issues with it to begin with and someone has swapped them to attempt to cure it. It may have had a second hand engine fitted at some point, does the engine number match the car?

Chances are the engine ECU is identical to the PSA one, but the BSI (or whatever name BMW give it) will be a BMW sourced unit.

Hi - it's the correct/original engine number from the docs/BMW service. BMW used the 110 HP engine with the bigger injectors/fancy turbo in this car. The guy I got it from said he'd 'had the injectors changed' as he had a 'flat spot' - we're now thinking that the flat spot was down to the turbo being on its last legs and he's had a garage swap out the injectors as a cheap attempt to fix things so flogged it when it didn't work any better.

If you poodle around town in the car you'd not really notice that there is a judder problem as it's only truly apparent when really pushing it along.

The ECU is physically identical to the Bosch PAS ones but does carry a different part number - it then runs through a '5WK49513MBR' box which is a generic BMW immobilser/control box so that's their BSI. If I can download an ECU map I can run a comparison against a known Citroen 110 HP one out of interest.

I have the BMW leads due in by the weekend so maybe have some results by Sunday

Long story short - replacement injectors arrived (one is incorrect so cannot code it in to ECU 0445110281 and not 0445110259 - grrr). BMW software now speaking to ECU though so at least can code three of them. Not sure which way round the codes should go as BMW number from crank pulley end but PSA from gearbox. Given it's BMW software have coded from crank.

Still got the problem - much diminished but still present. Lumpy tickover now totally gone.

Engine is (I think) maybe pretty sooted up - new DPF & Cat (one piece unit) was fitted 18 months/6,000 miles ago but the 90 HP injectors may have screwed that as I am told they soot up something rotten in the 110 engine.
Looks like cylinder #3 was 'chuffing' as there's evidence of the crusty black junk having been cleaned off from around the area so guessing somebody tidied that up then flung in the wrong injectors.

No visible fault codes, EGR still blanked. BMW software shows 'hidden' errors i.e. EGR blanked, exterior temp sensor u/s (only runs the cabin display nowt to do with engine). Also a glowplug circuit is faulty/stuck.

I think that the proper power from the correct injectors is helping mask the root of the problem. Brain tells me it's either fuel or air but open to suggestions as to maybe a wonky sensor or something?
Also wondering if filthy engine has managed to block DPF? Not yet checked the ELOSYS system but I cannot find a force regen option in the system so no idea if it has been used recently (or maybe deleted) but wondering if a clogged DPF could cause the symptoms we are seeing. My earlier thoughts that the DPF had recycled on the motorway now seems false.

So current plan is (1) get correct injector in for cylinder #3 (2) look into cleaning manifold (3) get secondhand DPF/CAT unit (2-piece) and try running with that instead of current one piece of crap. If that fixes it remap.

Does anybody have any other suggestions?

Thanks

the egr, glowplugs, and the intercooler bypass flap inside the doser valve/throttlebody are all engaged when the dpf regen is running apparently graeme, so it may be overdue a regen, and very blocked ?

I was wondering if it was soot that clogged your turbo, by the sound of things it's probably the case given the stories you saw about the wrong injectors.
I expect there's someone on the Mini forums that'll be able to confirm which is No 1, but you could always pull the connector on an injector while the engine is stopped and see what the diag software says when you restart. If you only have 3.5 cylinders, it'll probably still be quite rough so don't give up hope just yet.
Maybe some DPF snake oil will help rather than getting a new one?

Hi - good call on pulling the plug to get an injector number - just so happens I did a while back and the BMW error printout from that time tells me 3 & 4 are at the gearbox end not the crank.

I guess we get the fourth injector in and then have a look at the regen system/DPF

Happy days

Graeme

Update: next day no fuel at the injectors so methinks a problem with one of the three and a half replacements so four recons on way from a 'proper' supplier. In the meantime the Berlingo ate its fuel pressure sender today about two miles from home - towed it back and found the same part number listed in obscure places for the Mini. Pulled them and they were both 9655465480. Berlingo now runs and I've had fun digging around the back of the engines in the rain.
Happy Scotsman though as the Mini part number - 13627805026 - is always listed at 1.5 to twice the PSA one (1920GW) - charge what the market will stand.

Soot - we're thinking that maybe pulling cat/dpf out and seeing what's in there will be the next step after (or even before) we get the recon injectors (and new pressure switch) fitted. I have a feeling that the cat/dpf is an aftermarket one piece unit though  so may have to down the route of getting the Eolys system checked out (or adding a tank additive) and seeing if we can force a regen on the BMW software once the engine is running again.

After that? Waiting to see - we'll need to draw a line at some point as to chucking funds at the problem, other than the injectors it's not been a great deal of cash (just time) so far.

OK - now we have the dreaded 'no start after injector change' scenario.

As previously stated - swapped out the 'wrong' 90HP injectors for a near set of scrapyard 110HP ones, recoded ECU and off we went. Next day no fuel pressure and no start (primer bulb very soft) - decided to leave it until full set of recon injectors arrived. They have and they're fitted/coded in.

Still nowt - tried a few things including pumping the hell out of that primer bulb but no joy. I have a feeling that you can't tow this one as there's a weird setup to the ignition so I think we've got an air lock in the system.

Googling has suggested priming the filter/low pressure side by a vacuum pump (which I happen to have) on the return line.
Also a possibility of cracking the high pressure feed pipes whilst cranking to get any air out of the system.

Any other suggestions that may/are known to work?

i had to resort to easystart on mine graeme. as i dont think cracking the pipes works on these

Hi Frank - Thanks. Weather here is foul so I'll have a fiddle tomorrow (and also battery is on charge). I think I'll try sucking from the return side and than a little bit of 'Get Ye Started' stuff (It did actually fir up briefly yesterday but I think that was the brake cleaner I used to get the sh*te outof the injector housings - did find that I had an odd number of copper washes in there too - five of them in four cylinders? Clever)