Case Study: BMW N63 P00BE Mass Airflow Too Low

Man I appreciate the way you diagnose these vehicles and bring us along to teach us this valuable trade! Thanks brother I had to skip forward through most of it bc I have to open my shop lol but definitely gonna resume this video once I’m done for the day!

You’re a dope ass mechanic I watched this video and felt like I was in class learning. I’m getting so much knowledge watching you. You’re the goat.🦾💯

Wow, so much to take in, have to watch another time. Thank you for sharing, great video.

Deep analysis 👌 and thanks for sharing the logical approach

Wow, what a Case-Study...Thank you very much for this intressting Time.

as usual your way of diagnosing is fantastic I follow you with a lot of interest! pity that the true cause of the defect on bank 2 could not be discovered, at first I thought of a wrong timing on bank 2 but then the pressure waveform proved me wrong to the next video

Hey, you make great informative videos.

safe to say n63 needs crc valve cleaner treatment every other oil change?? I am no mechanic !! but I am fascinated with this motor and need to get one.

ACCOMPLISHED D-Tech Engineering My teacher Thank you very helpful information video Take care and have a great Evening with all your family around you ACCOMPLISHED D-Tech Engineering From Nick Ayivor from London England UK 🇬🇧

Try doing the valvetronic relearn hopefully it works ,and the hump in the end of the exhaust waveform is the turbo spooling good video man .

I have to say, you are a impressive tech in my book. I never had or used a Modern scope before. I am a dinosaur tech that got out after the Dos system became obsolete cause the new tools were limited and obsolete shortly after. But what about the exhaust phasor leaking down, loosing lock. The exhaust is CC and intake is CW correct? Or the other way?? I forget. It was cool and odd to see this because I owned one and it was a twin @ 42k. The previous owner had it 5 years and put 6k on it and probably $6k in it. He had enough when the last guy cracked the $$$ windshield right where a garage mechanic would put a ratchet.. resting on the wiper. And he denied it of course. I Got it cheap and I instantly experienced intermittent power. Surging.. Without changing any parts I started with textbook : clean solenoids, E shaft limit test and adaptation, viewed cam advance (in witch the B2 exhaust was at 78.9 almost limit), on a over nite cold engine start I also experienced a momentary tap like noise coming off hi idle. Surprisingly No lights on at any point but it was a restriction or lack on B2 with roughness spikes on 5&7 and for it to run this way and not set a code I was thinking the DME was manipulated.. In Dinosaur days I did it to a secondary air issue that seemed to be un fixable at the time. So I pulled the valve covers to replace the gaskets anyway and noticed the phasor wasn’t locked. I locked it, check the timing and the cam was off a few degrees. I put it back together, a obvious change in start and idle. Limiting cam was at 73, went for a serious ride and in park while snapping the throttle my nightmare was back with maybe - 1.0 to 1.9 on the cam position. Bottom line , the phasor was bad. I had recently heard that bmw recall list looks like a HUD mortgage and is extended so I’m sure bulletins are probably very useful for these gems.. Keep doing what your doing👍Sorry if I was babbling too long.

So I have almost exactly same problem Manifold intake too low bank 1 I change map sensor nothing happened is there any help there thanks

This video is the ultimate food for my brain. Sadel, what was the approximate mileage on this engine? A few minutes in I was thinking maybe there was low compression on 1-2 cylinders on bank 2 but you disproved that theory. A truly outstanding video, Sadel. Question: how does that ECU handle fuel injector firing? Do all of the injectors run off the same driver or does that ECU have one driver per bank or one per injector? I'm just thinking out loud (I'm probably wrong, too) if the ECU can be driving the bank two injectors with less 'on' time than bank one, hence the leaner looking plugs and less bank 2 vacuum? Obviously a moot point if the ECU doesn't control injectors in that fashion. As I've said in prior videos, there's nobody better in Cincinnati than you, brother. #CincyDiagKing

Great video THANKS JUST WONDERING IF AN ESCAN WOULD BE HELPFUL IN SHARPSHOOTER VE

Love ur video thank you! Soo on a 2015 650i the bank one is on left (passenger) side?

Amazing video and analysis. I am not a mechanic but I own a BMW and you have to sort of become one! 😄 I have an N63TU and the problems never stop. I was wondering, I have Bootmod3 which has data logging for a vast amount of channels, would it be possible to capture similar data? And do you offer a remote service?

awesome as usual. what type of transdure you are using?

Hey mate, thank you for posting this video. I own a 2016 X5 4.4L, I noticed the fuel mileage is very bad. Put it on a scanner, and got two errors (Hot film air mass meter 2, air filter element 2, signal: Poor incoming flow) on both DME and DME 2 . I don't think both air mass sensors are malfunction, tried to clean them using air mass cleaner but no luck. What are my options? No check engine light, no cylinder miss fire codes. Both DME and DME2 air mass readings are almost similar (around 14kg/h on idle)

I see it differently. Bank 2 sharp drop in manifold indicates that it is switched by a gate, I think valve, a buffer or restriction would not have that sharp transition. Bank 1, as the incylinder pressure rises, then drops to lower pressure until the the intake closes at 540*. Bank 2 stays flat BUT the thing that stands out is the intake closes past 540, maybe 580. I haven’t got a theory for why the valves seem to open same time on both banks at equal times but the valve is the only thing that connects the intake to the cylinder and the intake does not react to the apparent valve opening immediately. I think that the drop of intake pressure is the actual valve opening. It looks like the 15* late closing also attests to the 15* late opening. I wonder if the valvetronic motor is stuck at minimum lift?

I am having the same issue with my S63tu M6 could you please help. What driving at 50% throttle and heard something pop, beside air mass too low there is no code. After watching your video I tested the tank vent bank two suction feels weaker than bank one. TB bank 1 @ 5.+-% while bank 2 is at 2.5+-%