2010 s-line 2.3 owner's manual
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A 23i should run very happily on 95 RON fuel..
So something has happened.. :tumbleweed:
Could be a tuner has re-mapped it for 98 RON fuel, seems unlikely but explains the situation
After that you need a decent diagnostic tool like Bimmergeeks Protool to see what the current codes are and the shadow codes (ones that happened in the past but went away)
So something has happened.. :tumbleweed:
Could be a tuner has re-mapped it for 98 RON fuel, seems unlikely but explains the situation
After that you need a decent diagnostic tool like Bimmergeeks Protool to see what the current codes are and the shadow codes (ones that happened in the past but went away)
AFAIK there was only one version fitted to the 23i in all markets...for a very long time almost all BMWs are certfied to run on 95 RON fuel happily.
FRM failures are common and it has nothing to do with the specfic diagnostic tool.
Engine light on is not good news..you need to find the root cause, adding higher octane fuel (unless it has been re-flashed) is not the cure.
Sp have you read the fault coides?
FRM failures are common and it has nothing to do with the specfic diagnostic tool.
Engine light on is not good news..you need to find the root cause, adding higher octane fuel (unless it has been re-flashed) is not the cure.
Sp have you read the fault coides?
Have you looked to see what fuel (RON) is available in Japan? The fuel/o2 sensors and/or ignition timing may be tailored to a specific market (unlikely but worth a look surely)?nowool said:
Unless you can find a specific JDM handbook (which will probably be in Japanese) I don't think it will help TBH :
I am very curious as to how they got that many bhp out of a 2.3
Would be interested in that tuning for my car as it only delivers 204hp in the Netherlands
Would be interested in that tuning for my car as it only delivers 204hp in the Netherlands
This is a snapshot of the 2010 Japanese 23i spec online. Compression ratio is listed as 11.0 (underlined). All of these cars would be specified to use high octane, which can be 98~100 depending on which brand is used. Is that different to other markets?
Can search other sites if it's helpful.
Can search other sites if it's helpful.
All N52B25s in all markets had a 11:0 to 1 ratio..
According to most sources there were three variants ..
Cylinder bore and piston stroke are 82.0 mm (3.23 in) and 79.0 mm (3.11 in), respectively. The compression ratio rating is 11.0:1.
The N52B25 engine had three versions..
N52B25O1 this modification was manufactured from 2005 to 2008, and used for BMW models with 25i index. This engine produced 218 PS (160 kW; 215 HP) at 6,500 rpm of horsepower and 250 N·m (25.5 kg·m, 184.3 ft·lb) at 2,750-3,000 rpm of torque.
N52B25U1 this version with decreased level of HP was manufactured from 2005 to 2010 and used for BMW models with 23i index. This version produced 177 PS (130 kW; 174 HP) at 6,500 rpm of output power and 230 N·m (23.5 kg·m, 169.5 ft·lb) at 3,500-5,000 rpm of torque.
N52B25 this version was equipped with another intake manifoldand was was manufactured from 2009 to 2011. This version produced 204 PS (150 kW; 201 HP) at 6,400 rpm of output power and 250 N·m (25.5 kg·m, 184.3 ft·lb) at 2,750-4,250 rpm of torque, and used for BMW models with 23i index.
There’s no evidence AFAIK to support the theory of a JDM engine variant.
There’s nothing to stop the importer placarding the requirement for a specific level of fuel grade if they think the regular grades don’t cut it.
Realoem doesn’t show any DME changes for different markets..normally if there is a different state of tune it’s reflected in the same physical DME but with different part number to reflect a country specific s/w version.
A 255 bhp tune is mathematically possible but seems improbable given that most tuners post charts showing 15-25 bhp gains..
If it was tuned then that would be the sole reason for a need for better than 95 RON fuel..
According to most sources there were three variants ..
Cylinder bore and piston stroke are 82.0 mm (3.23 in) and 79.0 mm (3.11 in), respectively. The compression ratio rating is 11.0:1.
The N52B25 engine had three versions..
N52B25O1 this modification was manufactured from 2005 to 2008, and used for BMW models with 25i index. This engine produced 218 PS (160 kW; 215 HP) at 6,500 rpm of horsepower and 250 N·m (25.5 kg·m, 184.3 ft·lb) at 2,750-3,000 rpm of torque.
N52B25U1 this version with decreased level of HP was manufactured from 2005 to 2010 and used for BMW models with 23i index. This version produced 177 PS (130 kW; 174 HP) at 6,500 rpm of output power and 230 N·m (23.5 kg·m, 169.5 ft·lb) at 3,500-5,000 rpm of torque.
N52B25 this version was equipped with another intake manifoldand was was manufactured from 2009 to 2011. This version produced 204 PS (150 kW; 201 HP) at 6,400 rpm of output power and 250 N·m (25.5 kg·m, 184.3 ft·lb) at 2,750-4,250 rpm of torque, and used for BMW models with 23i index.
There’s no evidence AFAIK to support the theory of a JDM engine variant.
There’s nothing to stop the importer placarding the requirement for a specific level of fuel grade if they think the regular grades don’t cut it.
Realoem doesn’t show any DME changes for different markets..normally if there is a different state of tune it’s reflected in the same physical DME but with different part number to reflect a country specific s/w version.
A 255 bhp tune is mathematically possible but seems improbable given that most tuners post charts showing 15-25 bhp gains..
If it was tuned then that would be the sole reason for a need for better than 95 RON fuel..
