Injectors. Adaptations. Coding

17-10-2020 Injectors. Adaptations. Coding | Bimmerprofs.
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Injectors. Adaptations. Coding

Several themes will be merged in this post, but it’s necessary, to explain the
principles of performance of the engine management system.
Disclaimer. As usually, information from the manufacturer – zero, everything

described below is a result of research and could di er for di erent software
releases.
Let’s start with several interesting issues regarding coding of injectors. everybody
knows, that the injectors have to be coded after replacement. Grouping data are
printed on each injector.
We will explore this theme a bit deeper.
(https://bimmerprofs.com/wp-
content/uploads/2017/06/BMW_piezo_injectors_2.jpg)
Injector ow-rate data: in the rst line.
https://bimmerprofs.com/injectors-adaptations-coding/ 1/27
17-10-2020 Injectors. Adaptations. Coding | Bimmerprofs.com | NOx emulator NOXEM 129 | 130 | 402 developed for BMW N43 & N53 series e…
INPA identi es, that these data could be in area 52,9 .. 70,8 mJ. Performing
elementary mathematical operations, we calculate: average value: 61,9; maximum
deviation +/-17%.

The reaction time of the injector: in the second line.
According to INPA, these data can be in area 1,55 .. 2,86 mg/stk, average value:
2,21; maximum deviation: +/-42%.
It look’s that everything is OK – a possible scattering of the parameters is quite

wide, so the splitting in groups is necessary.
Additionally, the manufacturer has made last numbers of the code as “checksum”,
grouping conditions are kept in secret – it sounds quite serious.
The situation gets more interesting when we start to explore available data from
injectors more closely. Collecting data from quite a signi cant amount of injectors,
we come to conclusion, that there is ow-rate in the area of 56,9 .. 59,1 mJ
possible, and the time-describing value: 1,99 .. 2,56 mg/stk.
Accordingly, the ow-rate scattering comes out around +/-2%, but reaction time:
+/-11%
If we could group the reaction time (in several groups), the ow-rate is so close to
average value, that grouping is totally pointless!
Next step – make sure, that these data are not some kind of a “secret code”, but an
analog value, which is described by them.
As already observed here (https://bimmerprofs.com/ ow-rate-data-coding-

injectors/), the input of incorrect check-sum complicates the creation and
restoration of adaptations, but, if the adaptations are already created, the input of
any data is possible, using INPA, and no negative indications are observed.

Input of injector data and research of injector correction menu
content/uploads/2018/02/INPA_diagnostics_adapt_inj.png)
showed:
coding data of injectors really are value, not code (for example, group code);
for each injector data the multiplicator is applied (parameter, which
describes ow-rate), additionally, the parameter, describing reaction time of
the injector, is counted.
At this point, it becomes even more interesting – it is clear, that at least one on the
parameters is actually redundant, because the injector ow-rate is with such small
technological di erence, that grouping, taking in account this parameter, is totally
pointless.
Next step of the experiment – nd out, how these data codings a ect the
performance of the engine management system. On the rst stage, we have to
nd out, if it is possible to cheat the “system”. As we see in the previous image, the
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corrections applied to injectors (1stProducts (https://bimmerprofs.com/products/)
bank: 1 and 3) are signi cantly di erent. Idea: if
we modify initial parameters of the injectors – maybe we can get “perfect”
injectors? If that would be possible, we could rewrite data of the injectors after
some long while and evaluate both drifts of their parameters and conformity of
the manufacturer’s data (even relative) to real obstacles, and also evaluate the
in uence of other factors (di erences in the mechanical properties of the cylinder
group).
Unfortunately, this idea failed. It turns out, that data of the injectors (more precisely
– the di erence between previously stored values and new data) are taking into
account only in the moment, when the injector is being registered, to decrease
possible performance imbalance (signi cant unevenness of the engine). In the
further action correction data of the injector ( ow-rate and response time
adaptations) are created, NOT TAKING IN THE ACCOUNT the manufacturer’s
coding.
Sample. Let’s suppose, that the performance parameter fo the injector (factory
coded and con rmed by adaptations) is 50 mJ. In the current situation, the applied
correction is +20 mJ. Total energetical parameter: 50+20=70 mJ. All adaptations
and change of this parameter take place in relation to the existing (70 mJ) value.
Coding data of the factory are not taken into account (anymore).
Coding data of the replaceable injector are 60 mJ (+10 mJ against old injector).
MSD changes existing energetical parameter with a required di erence: it means,
70+10=80 mJ. After alteration of data, MSD “forgets” factory coding data, and all
future corrections are performed with parameters of altered corrections.
This solution has several advantages:
if the service specialist applies the correct coding procedure, the initial
unevenness of the engine after replacing the injectors is reduced, but in turn,
if the coding procedure is applied incorrectly or is not applied at all – there

are no negative long-term e ect;
(https:/disregarding
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input coding data, the control of max/min allowed (de ned by
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the factory) parameters of theProducts (https://bimmerprofs.com/products/)
injectors is not disturbed;
no cheating with injector data is possible – injectors, which inappropriate
and/or with an inappropriate technical parameter, cannot be coded – the
coding will not be successful.
There is also a disadvantage:
if the previous injector was coded incorrectly, no adaptations were performed

(exact/correct parameters measured), also next coding (if correct data are
entered) could be incorrect because the di erence between old/new parameters
will be inappropriate.
Taking into account all mentioned above, we come to conclusions:
uncoded or incorrectly (incorrectly: data from another injector, but with

correct check-sum) coded injectors CANNOT BE the cause of the
unevenness of the engine after creating new adaptations;
the importance of coding of the injectors is highly overrated, taking into
account, that MSD performs the tests of cylinder mechanical e ciency in
idle, and also ow-rate tests under di erent load and RPM circumstances,
common Lambda adaptations of banks etc. – it means measures and
accordingly corrects true parameters of the injectors.
In the picture below: block scheme of the creation of adaptations of injectors (very
simpli ed).
content/uploads/2018/02/injectors_adaptations.png)
Short description of functionality.
Each injector is characterized with two basic parameters:
ow-rate (de nes amount of injected fuel in case of long opening);

time delay (de nes reaction of the injector to very short opening).
In any mode (idle, full load, Homogeneous mixture, Strati ed charge etc.), MSD
takes into account both parameters, mentioned before. It is self-explanatory – the
longer the opening of the injector, the less impact of time delay and greater
impact of ow-rate, and vice versa: the shorter the opening, the greater the
impact of time delay and less impact of ow-rate. Or: time delay has a greater
impact on idle, ow-rate – in full load.
During all life cycle of the engine MSD performs individual tests of cylinders:
tests of mechanical e ciency (Homogeneous or Strati ed charge mode),

idle;
tests of Chemical e ciency (Lambda) for the Homogeneous mixture, in low,

average, high load area, in di erent RPM*
* MSD creates multidimensional map according to the opening time of the
injectors, RPM,
Blog (https:/ and other conditions. Data
/bimmerprofs.com/blog/) Shopof(https:/
Homogeneous mode are later used
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in Strati ed
Contacts charge
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If new injectors are installed and registered, MSD performs following actions:
reads measured (true) parameters (data, which are stored from tests,
mentioned before) or, if such data don’t exist yet – coding data of old
injectors; the action marked in block scheme with direction ‘<‘ ;
calculates the di erence between new (just inputted data of the new
injector) and possibly more reliable data and modi es the parameters of the
injector; the action marked with ‘>’.
With this moment, the “impact” of data of new injector is over. Bene t (as already
mentioned before) – quicker adaptations and more even running of the engine
directly after registering the injector. But in long term it has no meaning, are the
injectors registered or not! The main requirement – the coding data has to be
true, it means, the control-sum of the has to be appropriate.
If the control-sum is not true/correct, creating of MSD adaptations is disturbed,

as described here (https://bimmerprofs.com/ ow-rate-data-coding-injectors/)!
Initial data of the injectors are supplemented with correction data of all Lambda
bank. These data are with o set type correction in idle (to 1200 RPM) and with
multiplicative impact in case of higher RPM and in non-zero load. These Lambda
corrections consist both of multidimensional LTFT and additional corrections of
integrators.
For older software releases is typical, that in addition to each bank also
temperature-related additional corrections are applied (max depth of correction
+/-8%). In newer releases, this correction is either not applied or even has no
output.
As we see, data from a head module of Lambda correction of the banks and from
temperature additional correction module are directed to adaptation module,
(https:/
which/bimmerprofs.com/)
a ects individual data of each injector. These corrections are characteristic
for newer software releases and perform the following function:
if Lambda correction for both banks (tenths/hundreds of motor hours) shows
the necessity to perform deep LTFT correction (multiplicative correction:
above +/-10%) in the mid/high load conditions or the o set LTFT are
“moved” in one polarity (against 0 mg/stk);
if additional corrections against the temperature for both banks are
signi cantly “moved” to one polarity in all range of temperature;
the data of the injectors are slowly (during tenths/hundreds of motor hours)
modi ed, so the LTFT mentioned before (both o set and multiplicative) and also
additional corrections of the temperature are reaching 0.
And now – to practical things!
Correction data of the injectors: ../F5/Shift+F6/F1 (line 4 .. 6) and the opening time
( rst three lines)
content/uploads/2018/01/INPA_diagnostics_48.png)
Ignition on, the engine not started: INPA shows:
the ow rate and time delay parameters of the injector, additional correction
of the temperature are taken into account ( rst three lines)
ow-rate data + additional corrections of the temperature (line 4..6).
With the engine
Blog (https:/ on, following data are Shop
/bimmerprofs.com/blog/) added (according
(https:/ to RPM, load etc.): bank
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data of LTFT
Contacts to/bimmerprofs.com/contacts/)
(https:/ current performance mode.
Correction data of injectors are displayed (and are being processed) as absolute
values, it means, they are displaying “corridor” of parameters, allowed by the
manufacturer.
Additional correction depending on temperature (for the latest software

releases/MSD81 – not used) can be seen here: ..F5/Shift+F6/F4
Test results of Chemical e ciency of the injectors in Homogeneous mixture mode

are displayed here:
../F5/Shift+F6/F3
Measurements of mechanical e ciency of cylinders (injectors) in Homogeneous

mixture mode/idle cannot be seen directly, results of test quality are displayed as
Rough run measurements ../F5/F7
Attention: Rough run measurements are displayed in ring order!
Measurements of mechanical e ciency of cylinders (injectors: applied correction)

in Strati ed charge/idle are displayed here: ../F5/Shift+F6/F5
Related entries:
Flow rate data coding of injectors (https://bimmerprofs.com/ ow-rate-data-

coding-injectors/)
STFT and LTFT (https://bimmerprofs.com/stft-and-ltft/)
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(https:/ an iCOM? (https://bimmerprofs.com/is-the-icom-an-icom/)
/bimmerprofs.com/) Products (https://bimmerprofs.com/products/)
Contacts
Lowered (https://bimmerprofs.com/contacts/)
temperature (https://bimmerprofs.com/lowered-temperature/)
Substitution of Lambda probes (https://bimmerprofs.com/substitution-lambda-

probes/)
BSD. Oil quality sensor (https://bimmerprofs.com/bsd-oil-quality-sensor/)
N62 and Valvetronic problems (https://bimmerprofs.com/n62-valvetronic-

problems/)
Microparticle in the injector (https://bimmerprofs.com/microparticle-in-the-

injector/)
Pressure sensors. Also such happens (https://bimmerprofs.com/pressure-sensors-

also-hapens/)
Alternator. Management. Problems (https://bimmerprofs.com/alternator-

management-problems/)
High discharge (https://bimmerprofs.com/high-discharge/)
Power supply. Reality (https://bimmerprofs.com/power-supply-reality/)
Management of injectors (https://bimmerprofs.com/management-of-injectors/)
Idle. Homogeneous mode (https://bimmerprofs.com/idle-homogeneous-mode/)
LPFP contour. Fuel tank (https://bimmerprofs.com/lpfp-contour-fuel-tank/)
Do I need to replace all injectors? (https://bimmerprofs.com/need-replace-

injectors/)
HPFP (https://bimmerprofs.com/hpfp/)
EGR valve (https://bimmerprofs.com/egr-valve/)
Registering the battery. Launch (https://bimmerprofs.com/registering-battery-

launch/)
Uneven run. Regeneration (https://bimmerprofs.com/uneven-run-regeneration/)
Air mass
(https:/ meter. To clean it or not? (https://bimmerprofs.com/air-mass-meter-clean-
/bimmerprofs.com/)
not/)(https://bimmerprofs.com/)
Home Products (https://bimmerprofs.com/products/)
Contacts (https:/
Jittering /bimmerprofs.com/contacts/)
(https://bimmerprofs.com/jittering/)
Replacing Lambda probes (https://bimmerprofs.com/replacing-lambda-probes/)
IBS. Non-registered battery (https://bimmerprofs.com/ibs-non-registered-battery/)
Injectors. Replace or not? (https://bimmerprofs.com/injectors-replace-not/)
Perfect car or total crap? (https://bimmerprofs.com/perfect-car-total-crap/)
Does BMW manufactures bad engines? (https://bimmerprofs.com/bmw-

manufactures-bad-engines/)
Attention! Encoding of the injectors (https://bimmerprofs.com/attention-encoding-

injectors/)
Why there is no error message? (https://bimmerprofs.com/no-error-message/)
OEM NOx sensor vs NOXEM (https://bimmerprofs.com/oem-nox-sensor-vs-

noxem/)
Typical situation in case of damage of the NOx sensor

(https://bimmerprofs.com/typical-situation-case-damage-nox-sensor/)
Mis res and Lambda probes (https://bimmerprofs.com/mis res-lambda-probes/)
Limp mode without error messages? (https://bimmerprofs.com/limp-mode-

without-error-messages/)
Long cranking? Or not? (https://bimmerprofs.com/long-cranking-not/)
Piezo injectors and hydro blow (https://bimmerprofs.com/piezo-injectors-hydro-

blow/)
Overheating problems (https://bimmerprofs.com/overheating-problems/)
BMW and chip tuning (https://bimmerprofs.com/bmw-chip-tuning/)
N53B30. Injector. Hardcore (https://bimmerprofs.com/n53b30-injector-hardcore/)
Thermal
(https:/ management. Part 2 (https://bimmerprofs.com/thermal-management-
/bimmerprofs.com/)
part-2/)
Contacts
IHKA AC.(https:/
First/bimmerprofs.com/contacts/)
steps (https://bimmerprofs.com/ihka-ac- rst-steps/)
Increased fuel consumption (https://bimmerprofs.com/increased-fuel-

consumption/)
N series and LPG (https://bimmerprofs.com/n-series-lpg/)
E87 check-up at buying (https://bimmerprofs.com/e87-check-buying/)
Tests of chemical e ciency (https://bimmerprofs.com/tests-chemical-e ciency/)
N46. Problems with throttle (https://bimmerprofs.com/n46-problem-throttle/)
N52B30. Problem with a regulating probe (https://bimmerprofs.com/n52b30-

problem-regulating-probe/)
E90. ABS/DSC problem (https://bimmerprofs.com/e90-absdsc-problem/)
Replacing the battery (https://bimmerprofs.com/replacing-the-battery/)
Intake manifold. Problems of air-tightness (https://bimmerprofs.com/intake-

manifold-problems-air-tightness/)
N43/N53 and exhaust gases. TI (https://bimmerprofs.com/n43n53-exhaust-gases-

ti/)
Crankcase ventilation. Part 2 (https://bimmerprofs.com/crankcase-ventilation-

part2/)
How NOT to encode the injectors (https://bimmerprofs.com/not-encode-injectors/)
VANOS. Hidden problems. Part 2 (https://bimmerprofs.com/vanos-hidden-

problems-part-2/)
Rough run menu (https://bimmerprofs.com/rough-run-menu/)
Valvetronic (https://bimmerprofs.com/valvetronic/)
Valvetronic. Guilty or not? (https://bimmerprofs.com/valvetronic-guilty-not/)
Valvetronic
(https:/ and HVA (https://bimmerprofs.com/valvetronic-and-hva/)
/bimmerprofs.com/)
Valvetronic
Blog and HVA. Part 2 (https://bimmerprofs.com/valvetronic-hva-part-2/)
(https://bimmerprofs.com/blog/) Shop (https://bimmerprofs.com/shop-noxem129-130/)
Defects of Valvetronic components (https://bimmerprofs.com/defects-valvetronic-
components/)
Defects of Valvetronic. Diagram (https://bimmerprofs.com/defects-valvetronic-

diagram/)
Problem of Valvetronic. Generation 1 (https://bimmerprofs.com/problem-

valvetronic-generation-1/)
N46. S..t happens (https://bimmerprofs.com/n46-s-t-happens/)
Statistics 2018 (https://bimmerprofs.com/statistics-2018/)
F10/11 and NOx system (https://bimmerprofs.com/f1011-nox-system/)
F10/11. NOx sensor. Connections (https://bimmerprofs.com/f1011-nox-sensor-

connections/)
Re-adaptation of the engine (https://bimmerprofs.com/re-adaptation-engine/)
Long cranking. Oil pressure (https://bimmerprofs.com/long-cranking-oil-pressure/)
Fuel pressure regulator (https://bimmerprofs.com/fuel-pressure-regulator/)
Total crash. What happened? (https://bimmerprofs.com/total-crash-happened/)
Is max torque available? (https://bimmerprofs.com/max-torque-available/)
Purchase of used car. Mileage (https://bimmerprofs.com/purchase-used-car-

mileage/)
Buying the car by a photo (https://bimmerprofs.com/buying-car-photo/)
The story of an injector (https://bimmerprofs.com/story-of-an-injector/)
Strati ed charge. Idle. Part 2 (https://bimmerprofs.com/strati ed-charge-idle-part-

2/)
N43/N53 and Technical Inspection (https://bimmerprofs.com/n53-technical-

inspection/)
Closed
Home loop
(https:/ system. What does it
/bimmerprofs.com/) means?
Products (https:/
(https:/ /bimmerprofs.com/closed-loop-
/bimmerprofs.com/products/)
system-means/) Shop (https://bimmerprofs.com/shop-noxem129-130/)
Carbon residues (https://bimmerprofs.com/carbon-residues/)
Oil pressure. Emergency mode (https://bimmerprofs.com/oil-pressure-emergency-

mode/)
MSD80 diagnostics using ISTA D (https://bimmerprofs.com/msd80-diagnostics-

using-ista-d/)
Purchase of car with N43/N53 (https://bimmerprofs.com/purchase-car-n43n53-

engine-recommendations/)
MSD80 diagnostics using INPA (https://bimmerprofs.com/msd80-diagnostics/)
Idle. Measurements of mechanical e ciency (https://bimmerprofs.com/idle-

measurements-mechanical-e ciency/)
Attention! INPA and N43 (https://bimmerprofs.com/attention-inpa-n43/)
Glossary (https://bimmerprofs.com/glossary/)
Error messages. Part 2 (https://bimmerprofs.com/error-messages-part-2/)
Ignition coils. Part 3 (https://bimmerprofs.com/ignition-coils-part-3/)
Wide-band probes. Hidden defects. Part 2 (https://bimmerprofs.com/wide-band-

probes-hidden-defects-part-2/)
Injectors. Adaptations. Coding (https://bimmerprofs.com/injectors-adaptations-

coding/)
Cold engine and problems of injectors. Part 2 (https://bimmerprofs.com/cold-

engine-problems-injectors-part-2/)
DISA (https://bimmerprofs.com/disa/)
Siemens vs Bosch. Part 1 (https://bimmerprofs.com/siemens-vs-bosch-part-1/)
Siemens vs Bosch. Part 2 (https://bimmerprofs.com/siemens-vs-bosch-part-2/)
NOx/bimmerprofs.com/)
(https:/ converter – to be or not to be? (https://bimmerprofs.com/nox-catalytic-
converter-not/)
Contacts (https:/
N series. /bimmerprofs.com/contacts/)
Throttle and accelerator pedal. (https://bimmerprofs.com/n-series-
throttle-accelerator-pedal/)
N43/53 fuel supply (https://bimmerprofs.com/n43n53-fuel-supply/)
Oil pressure. N43/N53 (https://bimmerprofs.com/oil-pressure-n-series-engines/)
Rough run. VANOS (https://bimmerprofs.com/rough-run-vanos/)
Washing of the windshield (https://bimmerprofs.com/washing-of-the-windshield/)
MSV70/80, MSD80 and Lambda probes. Hidden defects

(https://bimmerprofs.com/msv7080-msd80-lambda-probes-hidden-defects/)
BUS lines, used by BMW (https://bimmerprofs.com/bus-lines-used-bmw/)
Mis re detection algorithm and its fails (https://bimmerprofs.com/mis re-detection-

algorithm-fail/)
Cold engine and problems of injectors. Part 1 (https://bimmerprofs.com/cold-

engine-problems-injectors/)
Replacement of NOx sensor (https://bimmerprofs.com/replacing-nox-sensor-

n43n53/)
Why diagnostics, performed by dealer, fails (https://bimmerprofs.com/diagnostics-

performed-dealer-fails/)
30E9 nitric oxide catalytic converter, aging (https://bimmerprofs.com/30e9-nitric-

oxide-catalytic-converter-aging/)
30EA nitric oxide catalytic converter, sulphurized (https://bimmerprofs.com/30ea-

nitric-oxide-catalytic-converter-sulphurized/)
N53. Problem of cylinder No.3 (https://bimmerprofs.com/n53-problem-cylinder-no-

3/)
Once again about adaptations (https://bimmerprofs.com/once-again-about-

adaptations/)
Thermal
Home management
(https:/ of N series
/bimmerprofs.com/) engines
Products (https:/
(https:/ /bimmerprofs.com/thermal-
/bimmerprofs.com/products/)
management-n-series-engines/) Shop (https://bimmerprofs.com/shop-noxem129-130/)
MSD80 software upgrade. Part 3 (https://bimmerprofs.com/msd80-software-

upgrade-part-3/)

upgrade-part-2/)

upgrade/)
3104. Problem solved! Or not? (https://bimmerprofs.com/bmw-ag-problem-solved-

not/)
Diagnostics with INPA. Part 4 (https://bimmerprofs.com/diagnostics-inpa-part-4/)
2EAE. Electric connections of NOx sensor (https://bimmerprofs.com/electric-

connections-nox-sensor-2eae/)
MSD80 software releases (https://bimmerprofs.com/msd80-software-releases/)
Diagnostics of MS43 (https://bimmerprofs.com/diagnostics-of-ms43/)
MSD80 INPA loader 2.023 (https://bimmerprofs.com/msd80-loader-2-023/)
Problems and performance check of NOx sensor

(https://bimmerprofs.com/problems-performance-check-nox-sensor/)
Speci c features of MSD80 (https://bimmerprofs.com/msd80-advanced-features/)
Regeneration and desulfation of NOx catalytic converter

(https://bimmerprofs.com/nox-catalytic-converter-regeneration-desulphation/)
Performance check of NOx emulator (https://bimmerprofs.com/performance-

check-nox-emulator/)
N43/N53
Home (https:/and CO catalytic converters
/bimmerprofs.com/) (https:/
Products /bimmerprofs.com/n4353-co-
(https://bimmerprofs.com/products/)
catalytic-converters/) Shop (https://bimmerprofs.com/shop-noxem129-130/)
N53B30. When adaptations failed (https://bimmerprofs.com/n53b30-adaptations-

failed/)
N43 with strange behavior (https://bimmerprofs.com/n43-strange-behaviour/)
Management of Lambda probes (https://bimmerprofs.com/management-lambda-

probes/)
N43/N53 Operation modes. Basics (https://bimmerprofs.com/n43n53-operation-

modes-basics/)
Strati ed charge performance check (https://bimmerprofs.com/n43n53-operation-

modes-check/)
other entries… (https://bimmerprofs.com/blog/)
Copyright 2017-2020 (https://bimmerprofs.com/copyright/) |
(https://athemes.com/theme/sydney) bimmerprofs.com .

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17-10-2020 Injectors. Adaptations. Coding | Bimmerprofs.

Disclaimer. As usually, information from the manufacturer – zero, everything

We will explore this theme a bit deeper.

Injector ow-rate data: in the rst line.

Blog (https://bimmerprofs.com/blog/) Shop (https://bimmerprofs.com/shop-noxem129-130/)

The reaction time of the injector: in the second line.

It look’s that everything is OK – a possible scattering of the parameters is quite

As already observed here (https://bimmerprofs.com/ ow-rate-data-coding-

Input of injector data and research of injector correction menu

This solution has several advantages:

if the coding procedure is applied incorrectly or is not applied at all – there

There is also a disadvantage:

if the previous injector was coded incorrectly, no adaptations were performed

Taking into account all mentioned above, we come to conclusions:

uncoded or incorrectly (incorrectly: data from another injector, but with

Short description of functionality.

Each injector is characterized with two basic parameters:

ow-rate (de nes amount of injected fuel in case of long opening);

tests of mechanical e ciency (Homogeneous or Strati ed charge mode),

tests of Chemical e ciency (Lambda) for the Homogeneous mixture, in low,

If the control-sum is not true/correct, creating of MSD adaptations is disturbed,

And now – to practical things!

Ignition on, the engine not started: INPA shows:

Additional correction depending on temperature (for the latest software

Test results of Chemical e ciency of the injectors in Homogeneous mixture mode

Measurements of mechanical e ciency of cylinders (injectors) in Homogeneous

Attention: Rough run measurements are displayed in ring order!

Measurements of mechanical e ciency of cylinders (injectors: applied correction)

Flow rate data coding of injectors (https://bimmerprofs.com/ ow-rate-data-

STFT and LTFT (https://bimmerprofs.com/stft-and-ltft/)

E and F series. FAQ

Is NOXEM safe for my car?… (https://bimmerprofs.com/faq/)

Rough run. Hidden cause (https://bimmerprofs.com/uneven-operation-trim-

Online diagnostics (https://bimmerprofs.com/online-diagnostics-n43n53/)

Perfectly performing N53 in few hours! (https://bimmerprofs.com/perfectly-

Rough run. Summary (https://bimmerprofs.com/rough-run-summary/)

F10/11. Repair of N53. ISTA D/+ (https://bimmerprofs.com/f1011-repair-n53-ista-d/)

F10/11. Repair of N53. INPA (https://bimmerprofs.com/f1011-repair-n53-inpa/)

F10/11. Repair of N53. INPA. Part 2 (https://bimmerprofs.com/f1011-repair-n53-inpa-

F10/11. Cold start. Leaking injectors (https://bimmerprofs.com/f1011-cold-start-

CCV of turbo engines (https://bimmerprofs.com/ccv-turbo-engines/)

An ”excellent” sensor form China (https://bimmerprofs.com/an-excellent-sensor-

Virtual probe. Part 1 (https://bimmerprofs.com/virtual-probe-part-1/)

Virtual probe. Part 2 (https://bimmerprofs.com/virtual-probe-part-2/)

The lifespan of the CO converter (https://bimmerprofs.com/the-lifespan-of-the-co-

N53. An interesting problem (https://bimmerprofs.com/n53-an-interesting-

Bosch LSU ADV (https://bimmerprofs.com/bosch-lsu-adv/)

Chip ”tuning”. An excellent result (https://bimmerprofs.com/chip-tuning-an-

”Refurbished” injectors (https://bimmerprofs.com/refurbished-injectors/)

Trouble with injectors (https://bimmerprofs.com/trouble-with-injectors/)

Damages of the Lambda probes (https://bimmerprofs.com/damages-of-the-

Carbon Zapp. Human vs machine (https://bimmerprofs.com/carbon-zapp-human-

N53. Work of professionals (https://bimmerprofs.com/n53-work-professionals/)

Injector or engine? (https://bimmerprofs.com/injector-or-engine/)

N20. Injectors fail (https://bimmerprofs.com/n20-injectors-fail/)

New injectors! Really? (https://bimmerprofs.com/new-injectors-really/)

HPFP. Pressure (https://bimmerprofs.com/hpfp-pressure/)

Alpina B5. Diagnostics (https://bimmerprofs.com/alpin-b5-diagnostics/)

Mis res and exhaust gases (https://bimmerprofs.com/mis res-exhaust-gases/)

Mystical loss of power (https://bimmerprofs.com/mystical-loss-power/)

Aging of the Lambda probe (https://bimmerprofs.com/ageing-lambda-probe/)

Ignition coils. Part 4 (https://bimmerprofs.com/ignition-coils-part-4/)