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Old Tue, Apr-12-2016, 03:10:07 PM   #141
Flow
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Default Re: Redshifts E46 M3T build and modification thread

Oh wow, sorry to hear that.

I would change the oil as it might have been diluted a lot by the gasoline. It won't have the original viscosity for sure.

I hope you didn't damage anything internal trying to fire it up.
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Old Tue, Apr-12-2016, 04:46:09 PM   #142
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Default Re: Redshifts E46 M3T build and modification thread

Oh man. I hope you didn't end up bending any valves. Good luck.

Low dry and normal wet compression is usually indicative of something being wrong with the rings, correct?
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Old Tue, Apr-12-2016, 05:39:35 PM   #143
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Default Re: Redshifts E46 M3T build and modification thread

dammit i want a M3T now.
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Old Tue, Apr-12-2016, 07:29:57 PM   #144
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Default Re: Redshifts E46 M3T build and modification thread

I got the new injectors and installed them and ran testing on them before attempting to start the engine. No leaks. So I zipped everything up and fired it up and it started after it primed the rail with fuel. Great!

Running a tad rough but sounds good and there doesn't seem to be any major issue. Reset codes and adaptations and started it back up again to let it idle up to operating temp so I can check coolant, bleed power steering, etc. and it began running VERY rough, so I shut it down. Waited a bit, tried to restart but it won't start now.

I've had a lot of patience over the past 1.5 years with all these car projects but my patience is wearing very thin. Still trying to figure out what is wrong.
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Old Tue, Apr-12-2016, 10:12:00 PM   #145
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Default Re: Redshifts E46 M3T build and modification thread

Sorry to hear about your troubles Brian. I've gotten a fully shut injector, my friend has gotten a wide open one, both from popular cleaning services that claimed they were perfect and even gave flow printouts to boot...
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Old Tue, Apr-12-2016, 10:26:46 PM   #146
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Default Re: Redshifts E46 M3T build and modification thread

Quote:
Originally Posted by terraphantm View Post
Oh man. I hope you didn't end up bending any valves. Good luck.

Low dry and normal wet compression is usually indicative of something being wrong with the rings, correct?
If the wet compression test numbers go up compared to dry test numbers then it usually mean bad piston rings. If it stays within close proximity of dry test numbers then it's usually fine.

At this point, a leak down test will tell the true story of what's gone bad in the engine now.

B - are you saying the starter won't even turn the engine/crank over? At all??? Can you even try and turn the engine by hand?
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Old Tue, Apr-12-2016, 10:28:32 PM   #147
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Default Re: Redshifts E46 M3T build and modification thread

Further testing revealed that now cyl 6 injector is stuck wide open and flooding the cylinder with fuel. I can't catch a break here. I'm inclined to think it's a wiring or DME issue at this point but trying to figure it out is not easy.

First we turned it on and it flooded. Shut the car off and it kept flooding. This is different than cyl 4 before where it would at least shut off when you turned off the key.

Now, we tried the same test again but then pulling the negative battery cable off and seeing if that would make it stop as soon as you pulled the key out. It did not. Therefore I think inj. 6 is now permanently buggered and stuck open.

We then removed the small section of the DME harness that contains the injector wires and turned the car on. Still flooding. Only when we remove the DME power harness connector and key the car on will that injector not flow. So obviously it needs some sort of power to flow, but when you remove power it stays open and keeps flooding until the rail pressure drops sufficiently.

Recall that there was apparently one injector stuck wide open from the engine when I got it and before I rebuilt it and tried to run it. Sent them off, replaced the bad one, installed 6 new ones, and had the same issue again. And now a third time, but this time it has moved to a different cylinder.

Guessing at this point it must be a wiring issue but that means pulling the whole harness apart and looking which could take a lot of hours.

Is it possible instead that the DME is bad and frying the injectors somehow? I can't see how if they are always powered with 12V and the DME uses ground to control them. Plus, this engine having had a bad injector like this before and now twice more makes me think it's more likely to be within the wiring itself.

Thoughts?
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Old Tue, Apr-12-2016, 10:39:06 PM   #148
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Default Re: Redshifts E46 M3T build and modification thread

Do you know what the tune on the DME is?

Can you access a different M3's Injector harness (and also, as a next step, its DME)?

That's odd that it's still spitting fuel even after you unplug its harness, though it could just be from residual pressure in the lines, as you note.

It it's just the injector harness, that's at least a nice easy fix. Even the DME is easy, though a bit more costly...
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Old Tue, Apr-12-2016, 11:06:21 PM   #149
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Default Re: Redshifts E46 M3T build and modification thread

Time to build a noid light and see what's up with the electrical signal to the injector. However, the fact that it continues to spray fuel after power has been removed certainly point toward a mechanical malfunction within the injector. On one hand, it seems way too coincidental that you have two injectors from two different batches stuck open. On the other hand, stranger things have happened.

Can you measure the resistance of the injector coils? Might be worth comparing all the injectors to see what's up.

I had a 95 Mustang way back when and one of the injectors stuck open on it. I continued to drive the car, smoking like a freight train for about 20 miles. Once I replaced the injector, that long block went another 40-50K, some of it turbocharged - with no problems whatsoever. So, don't lose hope just yet...

Good Luck!
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Old Tue, Apr-12-2016, 11:44:25 PM   #150
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Default Re: Redshifts E46 M3T build and modification thread

Brian the driver component in the DME will still be a transistor of some sort (probably MOSFET I'll guess...) so even though it is 'just grounding' the electrical circuit, is functionally equivalent to if it was providing the power instead. Still has to flow the driving current. So that driver semi (FET or whatever it is) could indeed fail short and the injector would then be on all the time. A FET will often fail short vs a BJT which will more often fail open.

Why would it keep squirting happily w/ no power? Hmm. Good one.

Maybe gets stuck after being held wide open full current all that time (in general they are not designed to handle 100% duty cycle..) ?

Or... totally alternate theory.. some contaminate in your lines downstream of the filter or something that got in during the build is making the injector stick? What makes that a lousy theory is that they'd all have fresh filters in them and you'd think that would block any physical or even viscous contaminate from being able to stick things up... And I doubt you and paul were sloppy with yer housekeeping of the lines and whatnot.

I'd say sticky injectors from a motor that wasn't started for long time would be 'fairly normal' but you sent them out obv and would have thought that'd sort them out. I've run sets of junkyard injectors before and had them work great but crap out after a random number of days of driving but I always figured that was because I never had them cleaned and they'd been sitting gummed up without service in a dead engine for god knows how long.

Have you checked your fuel pressure? I seem to recall you are an asspurt at FP measurement from your prior life as a blown M62 guy... have you tossed the trusty HFT fuel pressure gauge on the rail? Just spitballin at this point but wondering if supply is all copacetic...
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Discussing Redshifts E46 M3T build and modification thread in the Member Journals Forum - Do you have a long term project you would like to share with the community? Use this forum to create a single thread which you can update over time to document the progress. at BMW M3 Forum.com (E30 M3 | E36 M3 | E46 M3 | E92 M3 | F80/X)